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Scope Page 8 - 1

5/7/2012 7:10 PM. Scope Page 8 - 2. . . Session Plan. Overview: Electronic Screening (21 min)Existing Screening Programs (12 min)Screening Factors (5 min)Example Screening Scenario (12 min)Breakout Plan (5 min)BREAK (15 min)Breakout: State CVISN System Design (120 min)State Presentations

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Scope Page 8 - 1

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    1. 5/8/2012 2:52 AM Scope Page 8 - 1

    2. 5/8/2012 2:52 AM Scope Page 8 - 2 Session Plan Overview: Electronic Screening (21 min) Existing Screening Programs (12 min) Screening Factors (5 min) Example Screening Scenario (12 min) Breakout Plan (5 min) BREAK (15 min) Breakout: State CVISN System Design (120 min) State Presentations & Questions (30 min) Total Time = 220 min (3 hrs, 40 min), including 15-minute break E-Screening Overview Physical View Information Systems View Components DSRC ROC Screening Computer Benefits E-Screening Enrollment Leave this up as an overhead E-Screening Overview Physical View Information Systems View Components DSRC ROC Screening Computer Benefits E-Screening Enrollment Leave this up as an overhead

    3. 5/8/2012 2:52 AM Scope Page 8 - 3 Session Objectives Understand CVISN operational concepts and architectural guidelines related to Electronic Screening: Electronic screening components Using snapshot-based screening to evaluate both safety and credentials information Interoperability Walk through an electronic screening example Make initial design decisions related to electronic screening Be sure to point out that the functional thread diagram shown here is AN EXAMPLE. There are different approaches to electronic screening, and they should make their diagram reflect the approach they intend to use. The CVISN Guide to Electronic Screening should include other examples. Emphasize snapshot-based screeningBe sure to point out that the functional thread diagram shown here is AN EXAMPLE. There are different approaches to electronic screening, and they should make their diagram reflect the approach they intend to use. The CVISN Guide to Electronic Screening should include other examples. Emphasize snapshot-based screening

    4. 5/8/2012 2:52 AM Scope Page 8 - 4 E-Screening Operational Scenario: Fixed Site STATE: This is a reminder from the Intro to ITS/CVO Training. Quickly walk through the scenario to remind students what screening is. Possible DSCR Readers: Clearance, Compliance, Ramp, Static Scale Clearance is granted as a result of screening STATE: This is a reminder from the Intro to ITS/CVO Training. Quickly walk through the scenario to remind students what screening is. Possible DSCR Readers: Clearance, Compliance, Ramp, Static Scale Clearance is granted as a result of screening

    5. 5/8/2012 2:52 AM Scope Page 8 - 5 Electronic Screening Definitions & Functions

    6. 5/8/2012 2:52 AM Scope Page 8 - 6 Interoperability Principles establish the guidelines for electronic screening All the general principles (e. g., voluntary; interoperable across US and North America; CVO systems interoperable with other ITS systems; common standards for hardware, systems/software, operations, and program administration) apply to e-screening. Others define more targeted principles specific to roadside electronic screening: Single transponder Screening criteria Enrollment Price & payment Sharing transponder information

    7. 5/8/2012 2:52 AM Scope Page 8 - 7 Screening-Specific Interoperability Principles: Details Commercial vehicle operators will be able to use one transponder for power unit-to-roadside communications in support of multiple applications including electronic screening, safety assurance, fleet and asset management, tolls, parking, and other transaction processes. Roadside electronic enforcement screening criteria will include the following: motor carriers must be enrolled in the jurisdiction's program; must meet the jurisdiction's enrollment criteria; and must meet all legal requirements established by the jurisdiction. Motor carrier participation in ITS/CVO roadside electronic screening programs will be voluntary; motor carriers will not be required to purchase or operate DSRC transponders. Motor carriers will have the option of enrolling in any ITS/CVO roadside electronic screening program. Jurisdictions will support uniform criteria for enrollment of motor carriers in ITS/CVO roadside screening programs. Enrollment criteria will include consideration of safety performance and credentials status (e.g., registration, fuel and highway use taxes, and insurance). Investment and participation in ITS/CVO technology will be voluntary. The CVO community will work to implement interoperable ITS/CVO systems in all United States jurisdictions. The CVO community will work with the CVO communities in Canada and Mexico to implement interoperable ITS/CVO systems throughout North America. Investment and participation in ITS/CVO technology will be voluntary. The CVO community will work to implement interoperable ITS/CVO systems in all United States jurisdictions. The CVO community will work with the CVO communities in Canada and Mexico to implement interoperable ITS/CVO systems throughout North America.

    8. 5/8/2012 2:52 AM Scope Page 8 - 8 Various components are utilized according to site requirements and goals DSRC Readers and Antennas Weigh In Motion (WIM) Automatic Vehicle Classification (AVC) Vehicle Tracking Loops Automatic Signing (variable message signs and traffic signals) Roadside Operations Computer (ROC) Screening Computer This just summarizes the components already discussed on diagram of the walk-through.This just summarizes the components already discussed on diagram of the walk-through.

    9. 5/8/2012 2:52 AM Scope Page 8 - 9 E-Screening uses the safety & credentials information in snapshots and real-time measurements to make the screening decision. This diagram is conceptual, and doesn’t show exactly what happens in some states today. For instance, in the HELP PrePass model, the Screening System at the roadside works from a list of pre-cleared transponder IDs. Hopefully, the PrePass system will use snapshot data to help make the pre-clearance decision. STATE: We have already discussed how safety and credentials information are assembled into snapshots and distributed to the roadside by SAFER and CVIEW. As shown in this figure, functions associated with electronic screening are distributed among three roadside systems Screening System (more detail on page 10) Screening decision Screening messages Roadside Operations System (more detail on page 9) Interface to CVIEW and other information systems Station operator interface Traffic flow and control Sensor & Driver Communications System Vehicle measures Driver signaling STATE: We will walk through the information flow in detail later using a thread diagram.This diagram is conceptual, and doesn’t show exactly what happens in some states today. For instance, in the HELP PrePass model, the Screening System at the roadside works from a list of pre-cleared transponder IDs. Hopefully, the PrePass system will use snapshot data to help make the pre-clearance decision. STATE: We have already discussed how safety and credentials information are assembled into snapshots and distributed to the roadside by SAFER and CVIEW. As shown in this figure, functions associated with electronic screening are distributed among three roadside systems Screening System (more detail on page 10) Screening decision Screening messages Roadside Operations System (more detail on page 9) Interface to CVIEW and other information systems Station operator interface Traffic flow and control Sensor & Driver Communications System Vehicle measures Driver signaling STATE: We will walk through the information flow in detail later using a thread diagram.

    10. 5/8/2012 2:52 AM Scope Page 8 - 10 Emerging Dedicated Short-Range Communications (DSRC) standards support near- and long-term goals (1 of 2) In the near-term, FHWA has issued this policy guidance: For the immediate future, all CVO and Border Crossing projects will continue to utilize the current DSRC configuration, which is an ASTM version 6 active tag.

    11. 5/8/2012 2:52 AM Scope Page 8 - 11 Emerging Dedicated Short-Range Communications (DSRC) standards support near-term and long-term goals (2 of 2) FHWA issued a Notice of Proposed Rulemaking (Federal Register 30 December 1999) that would require: All CVO and Border Crossing projects to use an active configuration that is backward compatible with the current configuration and yet consists of the following “sandwich” protocol: ASTM PS-111-98 (v7) defines the frequency (physical) layer, ASTM v6 defines the data link layer, IEEE Std 1455-1999 defines the application layer. Mark IV has announced development of the T3 transponder that will support the sandwich protocol. Might want to refer to the specification for the sandwich tag (should be a copy on the reference table): Might want to refer to the specification for the sandwich tag (should be a copy on the reference table):

    12. 5/8/2012 2:52 AM Scope Page 8 - 12 E-Screening Components: Roadside Operations This slide shows a set of functions typically allocated to the Roadside Operations component. The Roadside Operations component gets snapshots from CVIEW, and pre-processes the data to boil it down to simple pull-in/bypass recommendations for the Screening component. The Roadside Operations component also provides the user displays for the site personnel. This slide shows a set of functions typically allocated to the Roadside Operations component. The Roadside Operations component gets snapshots from CVIEW, and pre-processes the data to boil it down to simple pull-in/bypass recommendations for the Screening component. The Roadside Operations component also provides the user displays for the site personnel.

    13. 5/8/2012 2:52 AM Scope Page 8 - 13 E-Screening Components: Screening This slide shows a set of functions typically allocated to the Screening component. The Screening component makes the bypass/pull-in decision using a combination of screening factors (weight/size, safety and credentials data from snapshots, random choice) The screening computer is an non-staffed position (as contrasted with the ROC).This slide shows a set of functions typically allocated to the Screening component. The Screening component makes the bypass/pull-in decision using a combination of screening factors (weight/size, safety and credentials data from snapshots, random choice) The screening computer is an non-staffed position (as contrasted with the ROC).

    14. 5/8/2012 2:52 AM Scope Page 8 - 14 Electronic Screening Offers Benefits to both States and Carriers More focused vehicle inspections should lead to increased compliance Statistics will be generated as more vehicles are enrolled and have transponders More focused vehicle inspections should lead to increased compliance Statistics will be generated as more vehicles are enrolled and have transponders

    15. 5/8/2012 2:52 AM Scope Page 8 - 15 The Plan: Electronic Screening Enrollment collects & shares data about carriers & vehicles that want to participate in electronic screening. 1. The Enrollment Request is made by the carrier to a state or a transponder administrator. The Request includes a list of all states in which the carrier wants to be screened electronically. In the generic design, this interaction occurs via the Web. 2. Through snapshots, the request is recorded and shared among all states requested. Only the states in which the carrier wants to be screened electronically receive the transponder ID. 3. At the state’s option, the E-Screening Enrollment process may evaluate the request, and accept or reject the carrier. The Enrollment Responses may be recorded in snapshots and used at the roadside. The transponder ID is included in the snapshots for the states the carrier requested. Note: States may elect to share a common enrollment administrator. The enrollment request is used to control which states see the transponder ID in the snapshot. The enrollment responses may be used at the roadside to identify the carriers and vehicles that are enrolled in that state’s electronic screening program. Note: Line 2 going from pink state’s ESE directly to SAFER has been proposed; capability not yet approved. 1. The Enrollment Request is made by the carrier to a state or a transponder administrator. The Request includes a list of all states in which the carrier wants to be screened electronically. In the generic design, this interaction occurs via the Web. 2. Through snapshots, the request is recorded and shared among all states requested. Only the states in which the carrier wants to be screened electronically receive the transponder ID. 3. At the state’s option, the E-Screening Enrollment process may evaluate the request, and accept or reject the carrier. The Enrollment Responses may be recorded in snapshots and used at the roadside. The transponder ID is included in the snapshots for the states the carrier requested. Note: States may elect to share a common enrollment administrator. The enrollment request is used to control which states see the transponder ID in the snapshot. The enrollment responses may be used at the roadside to identify the carriers and vehicles that are enrolled in that state’s electronic screening program. Note: Line 2 going from pink state’s ESE directly to SAFER has been proposed; capability not yet approved.

    16. 5/8/2012 2:52 AM Scope Page 8 - 16 Electronic Screening: Enrollment and Participation How this is addressed in the CVISN Architecture For a vehicle to benefit from electronic screening, some information must be gathered in advance. “Electronic screening enrollment” is the process of the carrier requesting to participate in electronic screening, and the state/program evaluating the carrier. During electronic screening enrollment, the cross-references between transponders, vehicles, and carriers are recorded in the snapshots. Particular programs may also need to collect financial information. Then when an enrolled vehicle approaches a weigh station, bypass criteria are assessed, and the electronic screening decision is made. Recall that one tenet of the guiding principles is voluntary participation. The Electronic Screening Enrollment process can be used to limit participation based on set criteria (the PrePass Premier Carrier approach) for pre-clearance or simply to collect some basic information so that bypass decisions can be made in real-time based on the latest informationRecall that one tenet of the guiding principles is voluntary participation. The Electronic Screening Enrollment process can be used to limit participation based on set criteria (the PrePass Premier Carrier approach) for pre-clearance or simply to collect some basic information so that bypass decisions can be made in real-time based on the latest information

    17. 5/8/2012 2:52 AM Scope Page 8 - 17 There are two multi-state electronic screening programs, and other more localized approaches Screening Programs HELP (Heavy Vehicle Electronic License Plate), Inc./ PrePass? - public/private non-profit corporation NORPASS (North American Preclearance and Safety System) - public/private non-profit corporation Oregon Green Light More localized approaches All are voluntary programs that use advanced technology. All share common goals: Safer commercial vehicle travel Save time and money PrePass™ and NORPASS have negotiated a one-way interoperability agreement where NORPASS vehicles may be eligible for clearance at PrePass™ sites.

    18. 5/8/2012 2:52 AM Scope Page 8 - 18 HELP PrePass? Operational sites in Alabama, Arizona, Arkansas, California, Colorado, Florida, Illinois, Indiana, Iowa, Mississippi, Montana, Nebraska, Nevada, New Mexico, Ohio, Oklahoma, Tennessee, West Virginia, Wyoming. PrePass? Service Center manages pre- and post-enrollment verification of carriers, provides transponders for vehicles. Status of each enrolled carrier is checked (at least quarterly) against safety and credentials records and updated PrePass? status records are passed to roadside sites. The PrePass? Service Center is a SAFER snapshot subscriber and is beginning to use snapshots to check carriers. Venture capital is used to deploy the PrePass? system. The carrier pays a fee for every time a vehicle receives a green light. The fees are used to retire the venture capital debt. Updated per telecon with Jim Gentner Sept. 2001Updated per telecon with Jim Gentner Sept. 2001

    19. 5/8/2012 2:52 AM Scope Page 8 - 19 HELP PrePass? (continued) Only the transponder ID is read from the tag. A list of carriers who choose to participate and meet the jurisdiction’s criteria is shared with PrePass? jurisdictions. The Board of Directors (one government and one motor carrier official from each member jurisdiction) that oversees PrePass? has established a data privacy policy to not share transponder ID or event data because of the voluntary nature of participation. HELP, Inc. retains clearance event data for internal business purposes only, and purges data following the normal monthly billing cycle. If court order, will segregate event data and provide to enforcement If court order, will segregate event data and provide to enforcement

    20. 5/8/2012 2:52 AM Scope Page 8 - 20 NORPASS Operational sites in Kentucky, Georgia, Idaho, Utah, and Washington. NORPASS Transponder Administrator manages enrollment of carriers, enrolled vehicle list, and periodic validation of carrier status. Provides transponders, if needed. Carriers enrolling in NORPASS jurisdictions contact the Transponder Administrator, which will then process enrollment in all the NORPASS jurisdictions in which the carrier wishes to be electronically cleared. NORPASS intends to use SAFER/CVIEW snapshot data. From Crabtree, NORPASS in 2001 Operational sites are now in Kentucky, Georgia, Idaho, Utah, and Washington. Connecticut may join NORPASS Prior event data is no longer used, even in the former I-75 states. From Crabtree, NORPASS in 2001 Operational sites are now in Kentucky, Georgia, Idaho, Utah, and Washington. Connecticut may join NORPASS Prior event data is no longer used, even in the former I-75 states.

    21. 5/8/2012 2:52 AM Scope Page 8 - 21 NORPASS (continued) States pay an annual membership fee to support NORPASS. Carriers pay an annual administrative processing fee covering all NORPASS states, based on power units involved; no additional fees for clearance events. Only the transponder ID is read from the tag. Data about enrollment is shared with jurisdictions. The Transponder Administrator does not retain any data on clearance events.

    22. 5/8/2012 2:52 AM Scope Page 8 - 22 Oregon Green Light Operational sites in Oregon. Oregon DOT administers the distribution of transponders. Carriers are free to use the Oregon transponder in any/all other systems they choose. Oregon intends to use SAFER snapshot data. No fees for carriers. Only the transponder ID is read from the tag. Weigh station event data collected automatically and manually is used for regulatory functions by Oregon enforcement officials. Event data is also available to FMCSA officials and other states. From: David.J.MCKANE@odot.state.or.us , Monday, September 18, 2000 4:47 PM Oregon has 21 Green Light sites. We also have one downhill speed information system at one of our sites. This allows us to display a message to a truck driver via a variable message sign. The message communicates to the driver and recommends a safe speed to decent a steep grade. The speed is calculated by the weight and configuration of the truck. ODOT provides it's own transponder administration. Carriers are free to use the Oregon transponder in any/all other systems they choose. Obviously, the must agree to the conditions of the other system operators. Currently, Oregon includes in its bypass criteria the carriers safety fitness rating and safestat score. Carriers with an unsatisfactory SFR are not allowed to bypass a weigh station. Carriers with a safestat score over 150 are not allowed to bypass. We are currently programming our software to include driver and vehicle out-of-service and ISS scores in the safety check. There is no fee to motor carriers for the Green Light program. Oregon Green Light sites can only read the transponder ID code. If you are enrolled in Green Light, the transponder ID code will be associated with a license plate. Weigh station event data collected automatically and manually is used for regulatory functions by Oregon enforcement officials. Event data is also available to FMCSA officials and other states.From: David.J.MCKANE@odot.state.or.us , Monday, September 18, 2000 4:47 PM Oregon has 21 Green Light sites. We also have one downhill speed information system at one of our sites. This allows us to display a message to a truck driver via a variable message sign. The message communicates to the driver and recommends a safe speed to decent a steep grade. The speed is calculated by the weight and configuration of the truck. ODOT provides it's own transponder administration. Carriers are free to use the Oregon transponder in any/all other systems they choose. Obviously, the must agree to the conditions of the other system operators. Currently, Oregon includes in its bypass criteria the carriers safety fitness rating and safestat score. Carriers with an unsatisfactory SFR are not allowed to bypass a weigh station. Carriers with a safestat score over 150 are not allowed to bypass. We are currently programming our software to include driver and vehicle out-of-service and ISS scores in the safety check. There is no fee to motor carriers for the Green Light program. Oregon Green Light sites can only read the transponder ID code. If you are enrolled in Green Light, the transponder ID code will be associated with a license plate. Weigh station event data collected automatically and manually is used for regulatory functions by Oregon enforcement officials. Event data is also available to FMCSA officials and other states.

    23. 5/8/2012 2:52 AM Scope Page 8 - 23 Electronic Screening in Maryland MD has implemented electronic screening at Perryville site. Enrollment policy and fees are TBD. Transponder ID, Carrier ID, and Vehicle ID are read from tag. IDs are correlated with snapshot data as input to the real-time screening decision. MD plans to share enrollment data through snapshots with jurisdictions designated by the carrier. MD uses JHU/APL-developed CVIEW, ROC and screening software to be developed by JHU/APL. All software developed is in public domain. MD is currently participating in the I-95/Interagency Group CVO/ETC Interoperability project, where Mark IV Fusion transponders will be issued for use in both MD E-Screening and E-ZPass ETC. These were developed as model sites for the CVISN program and concepts The key elements of these implementations: Snapshot based screening Capable of using vehicle and carrier ID’s if these are stored on the tagThese were developed as model sites for the CVISN program and concepts The key elements of these implementations: Snapshot based screening Capable of using vehicle and carrier ID’s if these are stored on the tag

    24. 5/8/2012 2:52 AM Scope Page 8 - 24 Failure on any single screening algorithm component results in pull-in condition Weight & Size Within legal or permitted limits History (being considered at some sites) Safety History Out-of-Service Status Credentials Taxes & fees Registration & permits Random pull-in factor In order to make efficient use of fixed weigh station and inspection resources, DSRC equipment allows a facility to identify the vehicle A typical configuration includes a screening WIM device integrated with an automated vehicle classification system to perform weight, size, and length checks, and a static scale to measure weight more precisely when the vehicle is stopped. If the WIM and automatic vehicle classification (AVC) system are located in the roadway on the mainline, then “screening” (making pass/pull-in decisions) can be performed at mainline speed. The transponder ID (or, in the future, carrier and vehicle IDs) is correlated with safety and credentials data from the infrastructure, specifically with snapshot data. In some programs, the evaluation is made at a central site periodically, and a list of “pre-cleared” vehicles or transponder IDs is passed to the roadside sites. The bypass may be granted using a decision algorithm based on a number of factors such as credentials, weight information measured at a previous facility or safety histories. This screening allows the facility to concentrate its resources on vehicles with delinquent fees, improper credentials, poor safety histories or otherwise seen as high risk. In order to make efficient use of fixed weigh station and inspection resources, DSRC equipment allows a facility to identify the vehicle A typical configuration includes a screening WIM device integrated with an automated vehicle classification system to perform weight, size, and length checks, and a static scale to measure weight more precisely when the vehicle is stopped. If the WIM and automatic vehicle classification (AVC) system are located in the roadway on the mainline, then “screening” (making pass/pull-in decisions) can be performed at mainline speed. The transponder ID (or, in the future, carrier and vehicle IDs) is correlated with safety and credentials data from the infrastructure, specifically with snapshot data. In some programs, the evaluation is made at a central site periodically, and a list of “pre-cleared” vehicles or transponder IDs is passed to the roadside sites. The bypass may be granted using a decision algorithm based on a number of factors such as credentials, weight information measured at a previous facility or safety histories. This screening allows the facility to concentrate its resources on vehicles with delinquent fees, improper credentials, poor safety histories or otherwise seen as high risk.

    25. 5/8/2012 2:52 AM Scope Page 8 - 25 Screening Factors Snapshot Record Types Carrier IDs, census Safety Credentials Vehicle IDs, census Safety Credentials Driver (future, optionally) IDs, census Safety Credentials Note: This slide builds. First, the text comes up, then the key and the icons appear. The next page (hidden) shows category summaries for each snapshot. Refer them to the snapshot white paper for more details. Note: This slide builds. First, the text comes up, then the key and the icons appear. The next page (hidden) shows category summaries for each snapshot. Refer them to the snapshot white paper for more details.

    26. 5/8/2012 2:52 AM Scope Page 8 - 26

    27. 5/8/2012 2:52 AM Scope Page 8 - 27 Each Roadside Check Station is likely to have a unique design Each station’s design is unique because of: Policy & practice differences from state to state Traffic flow, volume, & number of lanes Available site space Legacy system characteristics Existing proprietary solutions Vintage of roadside and communications equipment Resources available for making changes This is the first slide in the section on the Example Operational Scenario. Pick a couple of these to focus on. EXAMPLE: Perryville, MD southbound site is located across the I-95 interstate from a toll plaza on the northbound side. The toll plaza is equipped with DSRC for e-toll collection. This requires that great care be taken in the DSRC configuration on the southbound side to avoid interference. There are tools to model weigh station design Weigh Station Simulation (WESTA) developed by Mitretek The weigh station simulation model built by the Center for Transportation Research and Education at Iowa State University based on JHU/APL’s initial modeling efforts. This is the first slide in the section on the Example Operational Scenario. Pick a couple of these to focus on. EXAMPLE: Perryville, MD southbound site is located across the I-95 interstate from a toll plaza on the northbound side. The toll plaza is equipped with DSRC for e-toll collection. This requires that great care be taken in the DSRC configuration on the southbound side to avoid interference. There are tools to model weigh station design Weigh Station Simulation (WESTA) developed by Mitretek The weigh station simulation model built by the Center for Transportation Research and Education at Iowa State University based on JHU/APL’s initial modeling efforts.

    28. 5/8/2012 2:52 AM Scope Page 8 - 28 Screening Design Decisions: What’s reflected in the sample operational scenario... 1. What agency has the lead for electronic screening in your state? The Commercial Vehicle Enforcement folks are leading our electronic screening efforts. They are responsible for activities at the weigh stations. 2. Do you already belong to or will you join an existing screening program? Which one? We are setting up our own state specific system. We will work with PrePass™ and NORPASS to establish interoperability agreements. We will read carrier and vehicle IDs from the transponder. 3. What is your enrollment philosophy? How will you share enrollment information with other programs? We let any carrier that is willing to participate enroll. We will share enrollment information through snapshots. Talk about why these decisions were made.Talk about why these decisions were made.

    29. 5/8/2012 2:52 AM Scope Page 8 - 29 Screening Design Decisions: What’s reflected in the sample operational scenario... 4. What screening factors do you use/will you use? Will you screen using both carrier and vehicle data? We screen based on weight, safety history, credentials (IRP and IFTA to start). Random selection also enters in. We will use both carrier and vehicle data. 5. Which site will you upgrade first to handle electronic screening? We are starting with a site on our main North-South interstate. 6. Will you put WIM on the mainline? On the ramp? Both? We’ll use WIM on the mainline. 7. At the first site, what new equipment do you need to support electronic screening? What upgrades of existing equipment do you need? We will install WIM and AVC equipment, along with DSRC readers. We’ll probably have to upgrade the on-site computers.

    30. 5/8/2012 2:52 AM Scope Page 8 - 30 Operational Scenario Screen vehicles electronically using snapshots Update screening decision-making data by loading snapshot updates Evaluate each vehicle NOTE: What follows is a generic scenario. Scenario details differ for particular screening programs. For screening-related scenarios, it is often convenient to think of the steps in the operational scenario in two subgroups. On this and subsequent pages, the groups are highlighted with the colors shown: Yellow steps support the preparation for electronic screening: updating screening decision-making data by loading and processing snapshot updates (steps A-C), Lavender cross-hatched steps correspond to the evaluation of each tagged vehicle as it approaches the weigh station (steps 1-4), The slide show will skip to the thread diagram. We will walk through the steps of the operational scenario [use overhead projector to show the list]. In the breakout session, you’ll develop operational scenario steps and a thread diagram for how you intend to perform the electronic screening process. Keep the scenario steps at about the same level of detail as in this example. Each step should “name” the information being exchanged and what format (e.g., EDI TS 285) will be used for the exchange. Also describe, at a high level, the processing performed.For screening-related scenarios, it is often convenient to think of the steps in the operational scenario in two subgroups. On this and subsequent pages, the groups are highlighted with the colors shown: Yellow steps support the preparation for electronic screening: updating screening decision-making data by loading and processing snapshot updates (steps A-C), Lavender cross-hatched steps correspond to the evaluation of each tagged vehicle as it approaches the weigh station (steps 1-4), The slide show will skip to the thread diagram. We will walk through the steps of the operational scenario [use overhead projector to show the list]. In the breakout session, you’ll develop operational scenario steps and a thread diagram for how you intend to perform the electronic screening process. Keep the scenario steps at about the same level of detail as in this example. Each step should “name” the information being exchanged and what format (e.g., EDI TS 285) will be used for the exchange. Also describe, at a high level, the processing performed.

    31. 5/8/2012 2:52 AM Scope Page 8 - 31 Operational scenario: Screen vehicles electronically using snapshots A - C are steps that occur ~ daily for the site A. SAFER sends subscription updates to the state CVIEW for interstate carrier and vehicle snapshots, based on state-specified subscriptions. These snapshots are sent as TS 285 transactions. CVIEW maintains the intrastate snapshots. B. CVIEW distributes carrier and vehicle interstate and intrastate snapshots to roadside sites, also based on specified subscriptions. These are also sent as TS 285 transactions. C. Enrolled carriers and vehicles are identified from the snapshots. Site operators may interact with Roadside Operations to control local screening criteria, which will be based on the snapshot information. The resulting carrier and vehicle specific screening “scores” or values are sent to the new screening system. This is a local interface that is not subject to standards. Note: Intrastate data feed to CVIEW is not shown. Note: Steps A & B are the same as the last steps of the inspection reporting scenarios done in the safety breakout yesterday. Read through the steps, referring to the thread diagram. Note: Intrastate data feed to CVIEW is not shown. Note: Steps A & B are the same as the last steps of the inspection reporting scenarios done in the safety breakout yesterday. Read through the steps, referring to the thread diagram.

    32. 5/8/2012 2:52 AM Scope Page 8 - 32 Operational scenario: Screen vehicles electronically using snapshots 1 - 4 are steps that occur in real time for each vehicle 1. Transponder ID, carrier ID, and vehicle ID are transmitted from the DSRC transponder on board the Commercial Vehicle to the Sensor/Driver Communications interface using ASTM version 6 and IEEE Std 1455-1999 CMV Screening Identification message. 2. IDs are sent to Screening component. IDs are correlated with carrier and vehicle snapshot data. A screening decision is made. 3. The screening decision is communicated back to the driver, again using the ASTM version 6 standards and the IEEE Std 1455-1999 message set. 4. Screening information is communicated back to Roadside Operations for use by site staff. This may be a non-standard interface.

    33. 5/8/2012 2:52 AM Scope Page 8 - 33 Note: This slide builds. First, the yellow letters come up, then the lavender cross-hatched numbers. Note: This slide builds. First, the yellow letters come up, then the lavender cross-hatched numbers.

    34. 5/8/2012 2:52 AM Scope Page 8 - 34 Breakout Goals Describe how you screen today (either manually or electronically) Set goals and objectives for electronic screening in your state Make initial design decisions related to electronic screening Illustrate electronic screening in your state using operational scenario and functional thread diagram Make initial allocation of new functions to existing or new computers and networks

    35. 5/8/2012 2:52 AM Scope Page 8 - 35 What inputs are needed? What outputs are created? Input/Pre-work needed: COACH Part 1 checklists in 4.1, 4.4 System Inventory (optional) Roadside Operations Screening Keys & IDs Transponder Usage Outputs: Revised COACH checklists Goals & objectives Answers to some key design decisions Completed thread diagram Updated top-level physical design Updated action plan, decision list, issue list

    36. 5/8/2012 2:52 AM Scope Page 8 - 36 Breakout Plan 120 minutes Using your state’s CVISN system design template and network template, and following the example just presented, do the following: Step 1. ~10 min. Assign roles. Review & update COACH Part 1 checklists 4.1, 4.4. Step 2. ~20 min. Discuss how you perform screening today. Set the near-term goals and objectives for electronic screening in your state. Record the goals & objectives on a flip chart. If necessary for the discussion, pick a particular site. Step 3. ~30 min. Referring to the Electronic Screening Design Decisions (please see pages 43-44), discuss design alternatives that support your goals and objectives. Reach preliminary conclusions for as many questions as possible. Record actions as needed to answer the questions. The Breakout Plan slides build by bringing up each paragraph separately. If the group clearly understood the instructions for the previous breakout or gets restless as you begin to go through these instructions, then go through the instructions very quickly, and skip showing the overheads. There are several pages in this section that will be shown as overhead transparencies, instead of using computer projection. For step 1, show the Team Roles (page 41). For step 2, show the blank page for recording goals and objectives (page 42). For step 3, show the list of Electronic Screening Design Decisions and the blank page for recording answers (page43-44) The Breakout Plan slides build by bringing up each paragraph separately. If the group clearly understood the instructions for the previous breakout or gets restless as you begin to go through these instructions, then go through the instructions very quickly, and skip showing the overheads. There are several pages in this section that will be shown as overhead transparencies, instead of using computer projection. For step 1, show the Team Roles (page 41). For step 2, show the blank page for recording goals and objectives (page 42). For step 3, show the list of Electronic Screening Design Decisions and the blank page for recording answers (page43-44)

    37. 5/8/2012 2:52 AM Scope Page 8 - 37 Breakout Plan 120 minutes Step 4. ~30 min. On a flipchart, tailor the list of scenario steps presented in this session for electronic screening at your site. Step 5. ~10 min. Start with a copy of your system design template. Label it “Screen vehicles at _____________ electronically using snapshots”. Connect the boxes with directional lines to illustrate the information flow for the scenario. Label the lines with the step numbers from the scenario. Step 6. ~10 min. Start with a copy of your network template. Label it to match the scenario it will support. Review the network template to see what new or enhanced processing power or connectivity is needed to support the interactions for your electronic screening scenario. As needed, add computers or connections to the diagram. If a new process is being added to an existing computer, list the software application in that computer’s box. If you can, identify the communications protocol you will you use for each new connection. Explain step 4 For step 5, show the Generic State Design Template (page 45) For step 6, show the Generic Network Template (page 46) Explain step 4 For step 5, show the Generic State Design Template (page 45) For step 6, show the Generic Network Template (page 46)

    38. 5/8/2012 2:52 AM Scope Page 8 - 38 Breakout Plan 120 minutes Step 7. ~ 5 min. Make sure you’ve noted all the open actions on your action plan and preliminary decisions on your decision table. List the three most important screening-related issues or questions that your state needs assistance with. Step 8. ~ 5 min. Get ready to present your results to the main group. A sample outline includes: Goals and objectives for Electronic Screening (step 2) Preliminary design decisions for Electronic Screening (step 3) Electronic screening operational scenario and functional thread diagram (steps 4 and 5) Network diagram for electronic screening scenario (step 6) Actions, decisions, issues (step 7) For step 7, remind them to continue building on the lists they’ve already started. Show them the blank issues chart on page 47. Explain step 8 For step 7, remind them to continue building on the lists they’ve already started. Show them the blank issues chart on page 47. Explain step 8

    39. 5/8/2012 2:52 AM Scope Page 8 - 39 Breakout Plan 120 minutes Step 8. (continued) Assemble the material for the presentation: If you do it electronically, copy the file onto a floppy disk and take it with you to the main meeting room. Otherwise, make transparencies. If necessary, carry flip chart pages with you to the main meeting room for reference. If you have time, make a copy for each member of your team and for the master book. Explain step 8 Explain step 8

    40. 5/8/2012 2:52 AM Scope Page 8 - 40 As time permits, or after the workshop, finish the top-level design steps associated with Level 1 functionality. . . Review the screening factors you want to use. Review the slide labeled Snapshot Data Stored in SAFER/CVIEW. Identify what system or component will supply each factor to the algorithm and element from the snapshot. Also review the snapshot white paper. Complete the Snapshot Data Sources tables from the Safety Session for carrier and vehicle snapshots by identifying which source systems will provide each type of snapshot data. At each site you are upgrading to handle electronic screening, where will you put readers? (Advance - Identify carrier and vehicle; Clearance - Transmit bypass/pull-in decision; Ramp or scale - Identify vehicle on ramp WIM or static scale; Compliance - Detect illegal bypass; Exit - Clear pull-in flag; Write event data) Complete an operational scenario and functional thread diagram for electronic screening enrollment. Emphasize the need to review the snapshot white paperEmphasize the need to review the snapshot white paper

    41. 5/8/2012 2:52 AM Scope Page 8 - 41 Team Roles Facilitator _________________________ Presenter _________________________ Scribe _________________________ Time Keeper _________________________ CSA _________________________ Change the roles for each breakout session (except facilitator and CSA)

    42. 5/8/2012 2:52 AM Scope Page 8 - 42 State Electronic Screening Goals & Objectives

    43. 5/8/2012 2:52 AM Scope Page 8 - 43 Electronic Screening Design Decisions 1. What agency has the lead for electronic screening in your state? 2. Do you already belong to or will you join an existing screening program? Which one? 3. What is your enrollment philosophy? How will you share enrollment information with other programs? 4. What screening factors do you use/will you use? Will you screen using both carrier and vehicle data? 5. Which site will you upgrade first to handle electronic screening? 6. Will you put WIM on the mainline? On the ramp? Both? 7. At the first site, what new equipment do you need to support electronic screening? What upgrades of existing equipment do you need?

    44. 5/8/2012 2:52 AM Scope Page 8 - 44 Electronic Screening Design Decisions

    45. 5/8/2012 2:52 AM Scope Page 8 - 45 Generic State System Design Template

    46. 5/8/2012 2:52 AM Scope Page 8 - 46 Generic Network Template

    47. 5/8/2012 2:52 AM Scope Page 8 - 47 Electronic Screening Issues/Questions

    48. 5/8/2012 2:52 AM Scope Page 8 - 48 Background Material: DSRC Standards

    49. 5/8/2012 2:52 AM Scope Page 8 - 49 Electronic Screening Interoperability: Background on Standards DSRC is used to provide data communications between a moving vehicle and the roadside equipment to support the screening process. This is accomplished by means of a transponder mounted in the cab of the vehicle, and a reader and antenna mounted at the roadside. The tag contains identifiers specific to the vehicle. In some cases, only the transponder ID is used. In other cases, carrier and vehicle IDs are retrieved. The screening computer uses the ID(s) as part of the overall screening algorithm, and then uses audio and visual indicators on the tag to communicate the screening decision back to the driver. Layer 1 - Physical: Frequency Modulation Bandwidth Carrier on/off ratio Antenna polarization Power SNR Bit rate Layer 2 - Data Link TDMA frame definition Slot control and allocation (to handle multiple transponders in read zone) Link transmissions necessary to read/write data (including activation and acknowledgments) Data packaging Error detection and recovery Layer 7 - Application Transponder command Transponder memory page management Memory page definition Message definition Access control DSRC is used to provide data communications between a moving vehicle and the roadside equipment to support the screening process. This is accomplished by means of a transponder mounted in the cab of the vehicle, and a reader and antenna mounted at the roadside. The tag contains identifiers specific to the vehicle. In some cases, only the transponder ID is used. In other cases, carrier and vehicle IDs are retrieved. The screening computer uses the ID(s) as part of the overall screening algorithm, and then uses audio and visual indicators on the tag to communicate the screening decision back to the driver. Layer 1 - Physical: Frequency Modulation Bandwidth Carrier on/off ratio Antenna polarization Power SNR Bit rate Layer 2 - Data Link TDMA frame definition Slot control and allocation (to handle multiple transponders in read zone) Link transmissions necessary to read/write data (including activation and acknowledgments) Data packaging Error detection and recovery Layer 7 - Application Transponder command Transponder memory page management Memory page definition Message definition Access control

    50. 5/8/2012 2:52 AM Scope Page 8 - 50 This slide shows many of the ITS applications of DSRC, with the selected uses (the ones US DOT is focused on for CVO) highlighted in red. This slide shows many of the ITS applications of DSRC, with the selected uses (the ones US DOT is focused on for CVO) highlighted in red.

    51. 5/8/2012 2:52 AM Scope Page 8 - 51 Background Material: Interoperability

    52. 5/8/2012 2:52 AM Scope Page 8 - 52 Interoperability: What does it mean? Technical interoperability is achieved when different types of systems or products cooperate to accomplish a shared functions (e.g., a DSRC transponder and roadside reader). Operational and programmatic interoperability address the use of consistent practices and approaches to ITS/CVO activities. EXAMPLE: Consider a traffic light. If I put in a light that has red, blue and green lights instead of red, yellow and green, is is technically not-interoperable. Or if I put the red light on the bottom instead of on the top. On the other hand, if it is a standard traffic signal, but as a policy I say that green means stop and red means go, my policies are not interoperable. Or if one state allows right turn on red and another one doesn’t, the policies are not interoperable. Or if one issues traffic citations if any part of my car is in the intersection when the light changes to red and another doesn’t as long as part of my car is out of the intersection.EXAMPLE: Consider a traffic light. If I put in a light that has red, blue and green lights instead of red, yellow and green, is is technically not-interoperable. Or if I put the red light on the bottom instead of on the top. On the other hand, if it is a standard traffic signal, but as a policy I say that green means stop and red means go, my policies are not interoperable. Or if one state allows right turn on red and another one doesn’t, the policies are not interoperable. Or if one issues traffic citations if any part of my car is in the intersection when the light changes to red and another doesn’t as long as part of my car is out of the intersection.

    53. 5/8/2012 2:52 AM Scope Page 8 - 53 Interoperability: Why should you care? Without technical interoperability, your state’s reader may not be able to read my transponder Without operational interoperability, under identical data and measurement conditions, State A may stop me, but State B may let me bypass Without programmatic interoperability, even though technical and operational interoperability have been achieved, a state may not have enough information to let me bypass Assume you are a state and I am a motor carrier...Assume you are a state and I am a motor carrier...

    54. 5/8/2012 2:52 AM Scope Page 8 - 54 Interoperability issues are being addressed by various groups ITS America CVO Policy Committee Contact Fred Daly (ITSA) fdaly@itsa.org or 202-484-4662 American Association of State and Highway Transportation Officials (AASHTO) Highway Transport Subcommittee Contact Leo Penne (AASHTO) lpenne@aashto.org or 202-624-5813 Commercial Vehicle Safety Alliance ITS Committee Contact Steve Keppler CVSA stevek@cvsa.org or 301-564-1623 Also some suggestion for a base state working group approach. No consensus about how to achieve interoperability… There are potentially degrees of interoperability. For example, for basic interoperability: DSRC transponders are interoperable Programs (HELP, NorPass, …) exchange tag Ids But, programs use different enrollment criteria, charge differently, and use varying screening criteria This still allows carriers to participate in all states using a single tag, even though there are some variations This is similar to the situation in programs like IRP and IFTA where states follow one basic program but have some variations state-to-state Note that interoperable does not necessarily mean uniform or identical Also some suggestion for a base state working group approach. No consensus about how to achieve interoperability… There are potentially degrees of interoperability. For example, for basic interoperability: DSRC transponders are interoperable Programs (HELP, NorPass, …) exchange tag Ids But, programs use different enrollment criteria, charge differently, and use varying screening criteria This still allows carriers to participate in all states using a single tag, even though there are some variations This is similar to the situation in programs like IRP and IFTA where states follow one basic program but have some variations state-to-state Note that interoperable does not necessarily mean uniform or identical

    55. 5/8/2012 2:52 AM Scope Page 8 - 55 Background Material: E-Screening Operational Scenario

    56. 5/8/2012 2:52 AM Scope Page 8 - 56 Operational Scenario: Mobile Site

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