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1
2009 COHMED Conference
Emerging Technologies in Hazmat Tracking and Identification WorkshopMark Lepofsky, Ph.D., PMP
Battelle Project Updates
2
Outline
• Hazmat Routing
• HM-05: Electronic Shipping Papers
• Cargo Tank Rollover Study
• CMV Brake Studies
• HM-04: Emerging Technologies for HM Transportation
• WRI and CSA 2010
3
HAZMAT ROUTING SAFETY & SECURITY RISK ANALYSIS PROJECT
4
Major Project Deliverables
• Documentation of hazmat routes– Updated National Hazardous Materials Route Registry
(NHMRR)
• Documentation of stakeholder concerns about hazmat routing
• Guidance materials for routing officials– How to apply safety and security methodology to select
hazmat routes
• Analysis of current hazmat restrictions related to border crossings
• Development of prototype web-based routing tool
5
Documentation of Hazmat Routes
• Document existing, proposed, and pending HM routes (includes HM and radioactive transport routes)– Routes prescribed as HM routes
– Routes prohibited for HM transport
• Updated National Hazardous Materials Route Registry List (NHMRR)– Contacted every state
– About 760 hazmat routes are designated in the US
DATE ID TEXT
03/27/99 REST Exit Ramp from US 60 [Eastbound] to State 101[Southbound]
03/20/99 REST Exit Ramp from US 60 [Westbound] to State 101[Northbound]
01/01/90 REST Interstate 10 [Deck Tunnel - Phoenix] from 7th St. exit [Mile Post 144.3] to 7th Ave. exit [Mile Post 146.2] [Interstate 17 is the designated truck route which has been posted as the alternative route for hazmat traffic.]
01/01/90 PRES Interstate 17 from Interstate 10 [west of Deck Tunnel] to Interstate 10 [east of Deck Tunnel]
10/16/95 REST State 202 from Mile Post 8.33 [McClintock Exit] to Mile Post 11.07 [Dobson Exit] [Alternate Routes are as follows:1. McClintock to University to Dobson2. McClintock to McKellips to SR-101Note: Freeway ends at SR-101 with temporary lanes to Dobson. Alternative routing may vary with continuing construction.]
ARIZONA
6
Documentation of Stakeholder Concerns about Hazmat Routing
• Survey of stakeholders to ascertain concerns about hazmat routing
• Carriers – Diversions from the most direct route adds costs (added
mileage)
– Routing officials must consult with adjacent entities to ensure routing conflicts don’t develop
• States – Favorable towards the concept of enhanced safety and
security being derived from routing regulations
– Hazmat should be routed on limited access highways to improve both safety and security
7
Guidance Document
• Purpose: develop guidance document for routing officials to apply safety and security criteria to select hazmat routes
• Two major approaches to improve hazmat safety/security– Provide greater safety and security protection to urban
areas by directing though HM traffic to use routes with less urban mileage
– Provide greater security protection to critical infrastructure and iconic structures by either directing HM traffic to routes that are farther away or by establishing restricted HM zones around the structures
8
Guidance Document
• Developed algorithms that calculate – Safety risk: based on population, distance, and accident rates
– Security risk: based on
- location of potential targets such as critical infrastructure and iconic structures
- relative distances from HM routes (interstates) and law enforcement
9
Development of Prototype Web-based Routing Tool
• Prototype tool developed for routing HM shipments for safety and security– Web-based
– Includes algorithms in Guidance Document
– Icons/critical infrastructure, police stations, major interstates
– Exits for limited access highways for central cities larger than 250,000
– Programmed for use in GIS Software
10
Routing Tasks Proposed for FY 2009
• Full development of web-based safety and security vulnerability tool
• Full development of web-based long distance routing capability
• Provide user guides and documentation
11
Full Development of Safety and Security Vulnerability Tool
• Create full GIS functionality and linkage to the route assessment tool
• Add the capability to perform regional and local evaluations to the routing tool– Provide the capability to extract route data from the GIS
into the route assessment tool
– Provide the routing official with a summary of the routing analysis
12
Full Development of Safety and Security Vulnerability Tool (cont.)
• Enhance routing tool’s ability to select urban and regional routes for safety and security– User will be able to zoom in on particular city
• Data for metropolitan areas of cities of 250,000 or greater will be added
- Metropolitan areas: include, exits, icon structures/critical infrastructure, police stations, distances
- Exposed population within one half mile of routes
- Accident rates
- Emergency response facilities
13
Provide Long Distance Routing Capability
• Provide long distance web-based routing capability– Route vehicles following the shortest interstate routes
avoiding or following HM routes
– GIS-Based display of the prescribed and restricted hazmat routes included
– Time-of-day restrictions for selected types of hazmat, permitting, and escort requirements for specified types of HM included
– Click on any designated hazmat routes and pop-up text bubble will list specific restrictions for that route
14
Provide Long Distance Routing Capability (cont.)
• Carrier enters the cargo type (such as explosives) to develop a route suitable for that cargo
• Safety and security risk for individual routes will enable carriers to select routes that are consistent with the FMCSA routing guidance in regions where a hazmat route has not been designated– Data showing access to icons/critical infrastructure,
population, police stations, and interchange exit data will enable selection of routes with respect to security and will also identify areas that warrant elevated safety and security consideration
15
Prepare User Guides
• Prepare revised guidance document for routing hazmat
• Prepare paper-based user guide for routing tool
• Prepare web-based training for routing tool
• Include online help screens for routing tool
16
EVALUATION OF THE USE OF ELECTRONIC SHIPPING PAPERS FOR HAZARDOUS MATERIALS SHIPMENTS
17
Electronic Shipping Papers
• Develop a roadmap for the use of electronic shipping papers as an alternative to the current paper-based hazardous materials communication system
• Address electronic transfer of data and documentation across all modes– Safety
– Operational
– Regulatory compliance
– Emergency response
18
Key Project Tasks
• Literature review and stakeholder interviews
• Develop sample process maps
• Interim report
• Develop draft roadmap
• Propose proof of concept methodology
• Final report
19
Process Maps and Roadmap
• Process Maps
– Simple /complex; domestic and import/export; one mode/multimodal; TL/LTL
– Specialized industries (e.g., bulk fuel)
• Roadmap considerations
– Implications of mixed paper and electronic operations
– Maximize benefits and reduce impediments
- safety and security
- incident mitigation
- total transportation costs
- movement of hazardous materials
- preparedness of emergency responders for incidents
– Electronic transfer methods
– Regulatory changes
– Standard electronic communication practices
– Secure data transfer and receipt
20
Proof of Concept Methodology
• Fundamental activities for success– Coalition building among stakeholders
– Developing tools necessary to implement roadmap- standardizing electronic messages to be shared between business
and government
- concept for a message portal that will carry the message across the entire supply chain
- system architecture to define the linkages to all user parties in the supply chain
- business case to define rules and procedures
21
CARGO TANK ROLL STABILITY
22
Cargo Tank Rollover Prevention Study
• Statistics on factors surrounding rollovers– Driver figures in 3/4 of rollovers
– Roadway departure more common than speed in ramps
• Four approaches to reducing rollovers– Driver – Vehicle
– Electronic Stability Aids – Roadway
• Outreach to communicate the results– Summits for industry in 3 cities in 2007
– Technical article in 2008
– Training video from FMCSA due in spring 2009
23
Four Complementary Approaches
• Driver Training– Avoid drowsiness and inattention
– Keep reasonable speeds and safe routes
• Electronic Stability Aids– Good but not a panacea
• Vehicle Design– More stable designs already exist:
slightly lower CG, 102 inches wide
• Highway Design– Install signs or rebuild troublesome locations.
24
Close to Interchange
5%
Not at Interchange
19%
Close to Intersection
35%
Not at Intersection
34%
On or Off Ramp
7%
UndividedHighway
DividedHighway
Facts and Myths on Rollover Statistics
They are not all at interchanges.
25
Driver Error Figures in 3/4 of Rollovers
Driver Recognition
Error24%
Driver Performance
Error9%
Driver Non-Performance
6%
Driver Decision Error38%
Unknown1%
Other Vehicle Induced
16%
Weather related0%
Highway related3%
Vehicle related3%
All Rollovers
Total Driver 76%
84% of rollovers are single-vehicle crashes.72% of multi-vehicle rollovers are induced by the other vehicle.
<1%
26
Upcoming Study On Roadway Departure Recovery
Rollovers and lane change crashes can follow inadvertent roadway departures
27
CMV BRAKE STUDIES
28
CMV Brake Studies
• PBBT Implementation– Completed an Operation Air Brake
effectiveness study
- Exploring steady state of brake OOS
- Combination of education and punishment seems to be needed
– Working on development of PBBT training materials for CVSA inspectors
• Automatic brake adjuster wear study– Project just getting underway
– Problem may not be slack adjusters but wear and improper maintenance of other parts of the foundational braking system
– Studying OEM and knock-off slack adjusters for durability and wear
29
In-service CMV braking performance study• Overview
– RITA grant through NTRC Inc. in Knoxville
– Partnership with FMCSA, CVSA, HDBMC, THP, OTA, and TechniCom
– Southbound I-81 inspection facility in Greene County, TN
• Focus– Add data to previously documented trends in braking capability among different vehicle types (Note:
this project focuses on CMVs only)
– Assess whether the lack of regulation of aftermarket brake components (pads) have an effect on braking performance and safety.
– Compare stopping capability with brake assessments using new technology (PBBT) and visual inspections
– Provide data for possible new regulatory action to improve safety
• Data collection (volunteer fleets instead of random)– 20 mph stopping test
– PBBT assessment
– CVSA Level I visual inspection
– Special brake component inspection by industry representatives
• Status– Tested 59 vehicles so far; 10 were fuel tankers
– Looking for another state for random data collection
30
20-mph Stopping Test
31
HM-04: EMERGING TECHNOLOGIES APPLICABLE TO SAFE AND SECURE TRANSPORTATION OF HAZARDOUS MATERIALS
32
Project Objectives
• Develop a list of near-term (less than 5 years) and longer-term (5–10 years) technologies that are candidates for use in enhancing the safety and security of hazardous materials transportation
• Identify emerging technologies that hold the greatest promise of being introduced during these near- and longer-term spans; and
• Identify potential impediments to and opportunities for their development, deployment and maintenance (e.g., technical, economic, legal, and institutional)
• Involves all five transportation modes: rail, highway, air, maritime and pipeline
33
What Types of Technologies Are We Considering?
• Evolutionary: Planned advances to existing products that will result in future improvements
• Revolutionary: New technology concepts (e.g., certain biometrics-based identity management)
• Non-Typical Applications: Leading-edge technologies not being developed for hazmat safety/security or even transportation per se
• This research reviews generic technologies and does not evaluate specific name-brand products
34
Methodology: Capabilities Gap Analysis• Each mode has functional requirements for safe hazmat
transportation
– Most are generic (e.g., package integrity, operator performance, commodity identification/awareness)
– Some are mode-specific (e.g., vehicle ID, driver ID, and hazmat route restrictions for highway mode)
– Recognize HRCQ/Level VI inspection needs
• Each functional requirement currently has one or more technologies that provide capability for that mode
– We assess the extent to which the requirement is being met
– We also recognize that certain technologies may be available and promising but have not been widely adopted for some reason (e.g., cost or perceived maturity)
• From this information we identify needs and gaps that can be filled by emerging technologies
35
Status
• Completed initial screening of more than 1000 technical articles from literature and patent searches and SME research
• Completed more than 30 interviews with a wide variety of hazmat transportation authorities
• Distilled results into initial screened technologies list with attributes such as mode, safety & security role, technology application, functional requirements)
• Iterating modal functional requirements with lessons learned from interviews
36
The Way Ahead
• Downselect to list of most promising technologies with attributes and supporting information
• Provide results for peer review
• Get HMCRP panel’s feedback/approval of list
• Develop detailed workplan for more in-depth exploration of most promising technologies
• Upon approval by HMCRP, execute workplan and develop recommendations for advancing the most promising technologies
FMCSA Office of Analysis, Research, and Technology
Wireless Roadside Inspection Project Update
2009 COHMED Conference
January 27, 2009Mesa, AZ
FMCSA Office of Analysis, Research and Technology 38
Meeting Goals
► Describe WRI program and provide status
► Describe how WRI program supports CSA 2010
► Discuss WRI Program goals, objectives, schedule, products
► Answer Questions
FMCSA Office of Analysis, Research, and Technology
Wireless Roadside Inspection Program Overview
FMCSA Office of Analysis, Research and Technology 40
The Problem
► Truck numbers & mileage grow each year while roadside safety inspection resources remain constant
► The likelihood of a roadside inspection is far less than of a truck being weighed
► 3.4 million annual truck inspections with a 70% Total Violation rate
3.2 million driver inspections
– 1.2 M drivers (37%) had violations with 222,934 put OOS (6.8%)
2.3 million vehicle inspections
– 1.6 M CMVs (66%) had violations with 531,362 put OOS (22.3%)
► 177 million weigh inspections (staffed & WIM) with a 0.29% Total Violation rate (515,587 citations)
► Roadside identification of all CMVs continues to be a challenge
FMCSA Office of Analysis, Research and Technology 41
WRI Program Vision & Goal (The Solution)
► Vision
Motor Carrier safety improved through dramatic increases in roadside safety inspections
Frequent driver and vehicle safety assessments ensure compliance
Safe and legal motor carrier transportation not hindered
Wide industry and public agency participation
► Goal
Improved motor carrier safety (reduction in accidents) due to increased compliance (change in motor carrier and driver behavior) caused by higher frequency of roadside safety inspections using wireless technologies.
FMCSA Office of Analysis, Research and Technology 42
WRI Research Goal
►To Demonstrate and Measure government and industry benefits of a Wireless Roadside Inspection network across a multi-state region to enable a “go/no go” decision for nationwide deployment
FMCSA Office of Analysis, Research and Technology 43
Opportunities for Technology
Vehicle Violations
% Vehicle OOS
Violations
Brakes 41.2%
Lighting 16.6%
Tires 9.4%
Load Securement
15.7%
Total 82.9%
► Analysis of historical inspection data reveals that a large portion of significant “defects” are limited to a few problem areas.
► With the exception of load-securement, most of the key driver and vehicle condition criteria lend themselves to on-board electronic monitoring and diagnostic assessment.
Driver Violations
% Driver OOS
Violations
Logbook 40.0%
HOS 28.7%
CDL 19.4%
Total 88.1%
FMCSA Office of Analysis, Research and Technology 44
Wireless Roadside Inspection System Overview
Roadside
Roadside WRI Node
Roadside Law Enforcement and Compliance Staff/Systems Traditional
Screening/ Inspection Station
Mobile Enforcement Virtual Weigh Station
Motor Carrier or Service Provider
State CMVSafety Systems
Federal CMV Safety Systems
WRI Initial Data Processing
Back-Office Systems
WRI Network Management
EOBR, Vehicle Data Bus, Standard Messages
Other Onboard Equipment
Commercial Motor Vehicle
On-Board WRI Equipment
Systems Applications Human-machine
interface
FMCSA Office of Analysis, Research and Technology 45
Estimated Costs & Benefits*
► Costs
Public sector annual costs of $45M – $76M
Private sector annual costs of $224M – $395M
– $533 – $940/vehicle
– 420,000 new vehicles equipped per year
* Development and Evaluation of Alternative Concepts for Wireless Roadside Truck and Bus Safety Inspections, FMCSA, 2007. http://www.fmcsa.dot.gov/facts-research/research-technology/report/wireless-inspection-report.pdf
FMCSA Office of Analysis, Research and Technology 47
Estimated Benefit-Cost Ratio
ANNUAL BENEFITS
Annual Lives Saved 253
Annual Injuries Prevented 6,192
Total Annual Benefits ($) $1.7B
ANNUALIZED COSTS
Government—Facility, Equipment, IT, Communications Capital Costs (Amortized over 10 years)
$22M – $34M
Government—Facility, Equipment, IT, Communications O&M Costs
$23M – 42M
Industry—Annual Incremental CMV Costs (Based on 420,000 units/yr) ($533 - $940/CMV)
$224M – $395M
Total Annualized Cost $269M – $471M
BENEFIT/COST RATIO
High – Low 6.17:1 – 3.51:1
Average 4.84 : 1
FMCSA Office of Analysis, Research and Technology 48
WRI Concept: Communications Path A
The vehicle encounters a roadside reader. Identifiers, driver duty status, and selected
vehicle measures are packaged into a safety data message set (SDMS).
1
The vehicle transmits the safety data message set wirelessly to the roadside.
2
The safety data message set is verified, archived, and distributed. It may be used for real-time enforcement, compliance, and assessment. The data will also be used to update the company’s and driver’s safety assessments. The carrier can verify the SDMS information used in the updates.
3
CommercialMotor Vehicle
Back-Office Systems
Roadside
Vehicle-to-Roadside (transceiver/transponder)
FMCSA Office of Analysis, Research and Technology 49
WRI Concept: Communications Path B
The vehicle encounters a trigger (e.g., a geofence boundary) to send the SDMS. The carrier or service provider is notified.
2
5
CommercialVehicle
Government Back-Office
SystemsRoadside
If necessary, new data are collected from the vehicle. The SDMS is assembled.
2
The vehicle transmits various data elements, including those in the safety data message
set (SDMS), wirelessly to the service provider or motor carrier.
The SDMS is sent to a government back-office
system.
4
1
Carrier/Service Provider to Government Systems(Commercial Mobile Radio Service)
The safety data message set is verified, archived, and shared. It may be used for real-time enforcement, compliance, and assessment. The data will also be used to update the carrier’s and driver’s safety assessments. The carrier can verify the SDMS information used in the updates.
Carrier/Service Provider Back-Office Systems
3
FMCSA Office of Analysis, Research and Technology 50
WRI Concept: Communications Path C
Enforcement identifies the vehicle (e.g., via LPR) and requests the SDMS.
2
5
CommercialVehicle
Government Back-Office
SystemsRoadside
If necessary, new data are collected from the vehicle. The SDMS is assembled.
2
The SDMS is sent to a government back-office
system.
4
1
Enforcement Identifies Vehicle and Requests SDMS
The safety data message set is verified, archived, and shared. It may be used for real-time enforcement, compliance, and assessment. The data will also be used to update the carrier’s and driver’s safety assessments. The carrier can verify the SDMS information used in the updates.
Carrier/Service Provider Back-Office Systems
3
Via a back-office system, the vehicle ID is linked to the carrier/service provider and the SDMS is requested.
FMCSA Office of Analysis, Research and Technology 51
WRI Video
FMCSA Office of Analysis, Research and Technology 52
WRI Program Phases & Schedule
Phase I:
Concept Development & Verification
POC Test
One Location Two Vehicles Vehicle to Roadside Pilot Tests
Corridor Several Vehicles Alternate Technologies Multiple communication
technologies Roadside to Back Office
Phase II:
System & Strategy Definition
Phase III:
Finalize Deployment Strategies & Impacts
Field Operational Test
Multi-Corridor/Jurisdiction Fleet Selected Technologies Full Network
Dep
loy
WR
I Pro
gra
m
2006 20102008 20092007 2011 2012
Go / No Go Decision Point
2013 2014
FMCSA Office of Analysis, Research, and Technology
How the CSA 2010 Program
is supported by
the WRI Program
FMCSA Office of Analysis, Research and Technology 54
CSA 2010: Improving Highway Safety
GOALS
► Correct unsafe behavior early
► Reach a larger number of carriers & drivers
► Maximize efficiency and effectiveness of department resources
► Achieve greater reduction in large truck & bus crashes
54
CSA 2010 is a major FMCSA safety initiative…
FMCSA Office of Analysis, Research and Technology 55
CSA 2010 Proposed Operational ModelCSA 2010 Proposed Operational Model
55
CSA 2010 Operational Model
FMCSA Office of Analysis, Research and Technology 56
Unsafe Driving
Fatigued Driving
Driver Fitness
Drugs/Alcohol
Vehicle Maintenance
Improper Loading/Cargo Issues
Crashes
Behavior Analysis & Safety Improvement Categories (BASICs)
Concept of CSA 2010 Measurement Methodology
FMCSA Office of Analysis, Research and Technology 57
CSA 2010 Progressive Interventions Process
57
POST INVESTIGATION INTERVENTIONS
•CSP•NOV
•NOC/Settlement Agreement
POST INVESTIGATION INTERVENTIONS
•CSP•NOV
•NOC/Settlement Agreement
WARNING LETTER
WARNING LETTER
TARGETED ROADSIDE
INSPECTION
TARGETED ROADSIDE
INSPECTION
Safety Measurement BASIC Scores
Safety Measurement BASIC Scores
FMCSA Office of Analysis, Research and Technology 58
Potential Benefits – CSA 2010
► Maximize effectiveness of resources.
► Correct unsafe behavior early.
► Assess larger segment of industry.
► Achieve Goal: Greater reduction in large truck and bus related fatalities.
FMCSA Office of Analysis, Research and Technology 59
How WRI may support CSA 2010 Program?► Safety Measurement BASIC Scores
Increased number of inspections (3.4 M to 300 M inspections annually)
– Increase the number of carriers receiving scores
• More carriers meeting data sufficiency requirements
– Increase the number of observations for each carrier
• More accurate representation of the carrier’s safety posture
► Targeted Roadside Inspections
Increased effectiveness in targeting carriers for inspection
Provide alerts for carriers, drivers and vehicles operating OOS
Increase efficiency in use of resources
– Resources focused on the “right” carriers and their specific safety issues
TARGETED ROADSIDE
INSPECTION
TARGETED ROADSIDE
INSPECTION
Safety Measurement BASIC Scores
Safety Measurement BASIC Scores
FMCSA Office of Analysis, Research and Technology 60
How WRI may support CSA 2010 Program?
► Warning Letters
Provide motor carriers with more data to help them understand where they are having safety issues
► Investigation Interventions
More effective targeting of investigations
– Provides more opportunities for clean inspections which may remove carriers from “investigate” list quicker
Supports Safety Management Cycle
– Provides more data for effective monitoring and tracking
WARNING LETTER
WARNING LETTER
FMCSA Office of Analysis, Research and Technology 61
How WRI may support CSA 2010 Program?
► Post Investigation Interventions
Cooperative Safety Plans
– Provides enforcement personnel with more frequent data to see if plan is effective
NOV/NOC
– Potential for automated enforcement of violations
Settlement Agreement
– Potential for real-time monitoring of compliance
POST INVESTIGATION INTERVENTIONS
•CSP•NOV
•NOC/Settlement Agreement
POST INVESTIGATION INTERVENTIONS
•CSP•NOV
•NOC/Settlement Agreement
FMCSA Office of Analysis, Research and Technology 62
Project Details
► Objectives
Assess feasibility of integrating WRI data with FMCSA IT systems and applications
Demonstrate how Universal ID and SDMS data can feed the CSA 2010 Operational Model and update Carrier Safety Measures and Driver Safety Measures
Develop prototype back office system to integrate WRI roadside data
► Structure
Volpe—Back Office System Prototype & CSA 2010 data analysis
State Testing Platforms in KY, TN, and NY
FMCSA Office of Analysis, Research and Technology 63
Project Details (Cont’d)• Volpe Phase I Tasks – Requirements and Design
• Project management and coordination
• Gather business requirements
• Develop Roadside-to-FMCSA system (Back Office Prototype) concept and design
• Conduct business case analysis
• Volpe Phase II Activities – Development and Testing
• Develop Back Office System Prototype
• Conduct Back Office System Prototype-to-Roadside Pilot Tests
• Conduct Back Office System Evaluation
FMCSA Office of Analysis, Research and Technology 64
WRI Prototype Pilot Test States & Platforms
Kentucky: Universal ID, RFID, LPR,
USDOT #(CVISN & PRISM funding)
FMCSA CMV Roadside Technology Corridor
(TN): Cellular Comm. & other CMRS
New York State DOT:DSRC (CVII 5.9GHz)(FHWA, I-95 Corridor
Coalition Funding)
FMCSA (Volpe) Back Office System
Prototype
FMCSA Office of Analysis, Research and Technology 65
WRI Program Next Steps & Target Completion Dates
► Develop WRI Program Requirements – Nov 2009
Engage gov’t and industry stakeholders, test platform reps in KY, TN, & NY
NTRCI, Battelle
► Develop WRI Back Office System Prototype – Jan 2010
Scope: national system
Assembles & processes wireless data from pilot testing platforms
Used for safety programs of CMV enforcement and measurement
– Owner: Volpe under agreement to FMCSA (funded by CSA 2010)
► Test Different WRI Communication Paths with Back Office System – Feb 2010
KY– Universal ID
– Owners: KY Transportation Cabinet, University of KY Transportation Center
TN—Commercial Mobile Radio Services (cellular, satellite)
– Owners: TN Department of Safety, University of Tennessee, ORNL, telematics providers
NY—Dedicated Short-Range Communications at 5.9 GHz
– Owners: NY State Department of Transportation, Volvo Trucks, Booz Allen Hamilton
FMCSA Office of Analysis, Research and Technology 66
Questions?
67
Contact info
Mark Lepofsky, PhD, PMP
Manager, Transportation Analysis & Risk Assessment
Battelle
202-646-7786