[Federal Register Volume 61, Number 71 (Thursday, April 11, 1996)]
[Notices]
[Pages 16157-16161]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-9069]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration
Commercial Vehicle Information Systems and Networks (CVISN) Model
Deployment Program
AGENCY: Federal Highway Administration (FHWA), DOT.
ACTION: Request for information (RFI).
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SUMMARY: The FHWA intends to solicit applications for the CVISN Model
Deployment Program. CVISN is essentially information system elements
that support commercial vehicle operations (CVO). This includes
information systems owned and operated by governments, motor carriers,
and other stakeholders. CVISN is not a new national information system,
but rather a way for existing systems to exchange information through
the use of standards and the US commercially available communications
infrastructure. CVISN will enable government agencies, the motor
carrier industry, and other parties engaged in commercial vehicle
operations, safety, and regulation to exchange information and conduct
business transactions electronically. The objectives of CVISN include
the following elements:
a. Distribution of safety information to computers at the roadside
to target high risk carriers;
b. Use of license plate reader(s) at roadside to electronically
identify commercial vehicles and carriers to check safety information;
c. Electronic collection of inspection data from the roadside and
uploading to SAFETYNET;
d. Electronic application for credentials by motor carriers;
e. Interfacing of State systems to the International Registration
Plan (IRP) clearinghouse;
f. Interfacing of State systems to the International Fuel Tax
Agreement (IFTA) clearinghouse; and
g. Electronic clearance at fixed and/or mobile sites.
To assist FHWA in preparing the request for applications, the FHWA
is publishing this RFI to solicit comment on issues related to the
CVISN model deployment program. This RFI has been sent to all State
agencies that have major responsibilities for the State transportation
system, Motor Carrier Safety Assistance Program (MCSAP), vehicle
registration, and vehicle fuel tax. The RFI outlines FHWA's plans for
model deployment of CVISN in seven pilot States. A full text of the
CVISN RFI is being provided for comments.
DATES: Comments must be received on or before April 22, 1996.
ADDRESSES: Submit comments to: electronic mail to; Mr. Doug McKelvey at
[email protected]; Facsimile to FHWA CVISN RFI at (202) 366-
7908; or mail to: Mr. Doug McKelvey, Federal Highway Administration,
Office of Motor Carriers, 400 7th Street, S.W., HSA-20, Rm. 3419,
Washington, D.C. 20590.
FOR FURTHER INFORMATION CONTACT: Mr. Doug McKelvey, Office of Motor
Carriers, (202) 366-0950.
SUPPLEMENTARY INFORMATION: Request for Information on the CVISN Model
Deployment Program in support of Intelligent Transportation Systems
(ITS) for CVO.
1. Introduction
1.1 Background
Commercial vehicle business practices and systems were originally
designed primarily for intrastate trucking, but several factors have
changed the way CVO business is conducted. These factors include
increased emphasis on safety, improved truck technology, the
construction of the Interstate Highway System, the industry's
deregulation in 1980, and the interstate agreements for registration
and fuel tax being adopted nationwide. The systems supporting CVO
operations have not kept pace. Many of the systems supporting CVO are
manual processes requiring redundant data entry and cannot share
information within and among States and customers. Additionally, State
safety and administrative responsibilities for commercial vehicles are
projected to increase over the next several years and State budgets are
anticipated to remain stable or face reductions. To address these
issues, the United States Department of Transportation (US DOT),
through the FHWA, intends to support model deployment of CVISN in a
number of States. CVISN is essentially information system elements that
support commercial vehicle operations. This includes information
systems owned and operated by governments, motor carriers, and other
stakeholders. CVISN is not a new information system, but rather a way
for existing systems to exchange information through the use of
standards and the US commercially available communications
infrastructure. CVISN will enable government agencies, the motor
carrier industry, and other parties engaged in CVO safety and
regulation to exchange information and conduct business transactions
electronically. The purpose of investing in model deployment of CVISN
in States is (1) to facilitate the development and deployment of ITS
services that will increase the safety and productivity of CVO and (2)
to ascertain and educate the general public and key State and industry
decision makers on the costs and benefits of ITS for CVO.
1.2 Description of CVISN Model Deployment Program
The pilot deployment of CVISN is focused on safety and
administrative processes. Safety systems are being pursued to improve
safety on the nation's highways and to reduce the burden on safe
carriers, and help streamline government processes. Administrative
processes are being pursued because of expected benefits to states and
the high benefit/cost ratio identified in a recent study for carriers
processing 100 or more trucks. Three examples of CVISN include
screening for safety, acquiring credentials, and mainline screening.
Screening for safety would include Safety and Fitness Electronic
Records (SAFER) System information that would provide a carrier safety
snap-shot to the state and in-turn to the roadside mobile and/or fixed
inspection/weigh facility. A hypothetical scenario would include the
following: The vehicle pulls into the facility and the United States
Department of Transportation number is obtained. This information is
then
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checked on the pen base computer which has a selection algorithm that
suggests if the vehicle should be inspected for safety. If the
inspection is performed, information is entered into the database via
the pen base computer. The results of the information will provide
vehicle clearance or a citation may be issued.
Carriers and commercial motor vehicle operators will obtain
credentials and perform carrier to state business transactions
electronically, directly from their offices. Carrier Automated
Transaction (CAT) Software that perform these transactions will be
provided free of charge to the model deployment states. The CAT is
user-friendly personal computer software developed using a graphical
user interface and will be tested in the prototype states prior to
deployment in the model deployment states. It will be provided to all,
but primarily used by small to medium sized carriers, states, and
service providers. The CAT software uses open standards being developed
through the American National Standards Institute, and these standards
are scheduled to be formally adopted once they are tested and approved
by the pilot states. These open standards allow all organizations to
develop compatible CAT type software. Larger carriers would likely use
these open standards to integrate carrier to state transaction software
into their existing fleet management systems.
Carriers could enroll in mainline screening projects that allow
carriers to pass inspection stations at mainline speeds for those
states with roadside inspection/weigh facilities. A carrier's safety
record will be evaluated using available safety information. The
probability of a safe carrier being inspected would be very low while
the probability of a historically unsafe carrier would be very high.
Participating motor carrier vehicles in the mainline screening program
would be weighed and classified by high speed screening equipment on
the highway preceding the inspection facility and electronically
examined via a truck-mounted transponder to ensure that all required
electronic screening criteria was met. If the vehicle meets the
criteria, the driver will be electronically notified by an indicator
device in the cab of the truck and allowed to bypass the inspection
facility. When one or more of the criteria are not satisfied, the
driver will be required to enter the inspection facility for further
review.
This RFI outlines FHWA's plans for model deployment of CVISN in
seven model deployment States, one State from each of the seven
truckshed regions. The trucksheds were defined by geographic
distribution in the United States and by truck freight volumes.
Therefore piloting a national program in each of the seven regions is a
logical progression to ``grow'' the program. Maryland and Virginia will
be used to try the first generation of CVISN and it will then be
refined and transferred to the model deployment states. The FHWA is
seeking comments on this plan. This RFI is not a request for proposals
or an invitation for bids. Once comments from this RFI are
incorporated, this document will be finalized and used to solicit
applications from states prepared to carry out a model deployment of
CVISN. States are encouraged to form partnerships with the private
sector in the CVISN program.
The FHWA encourages all parties with an interest in ITS for CVO to
comment on this initiative on or before April 22, 1996.
1.3 CVISN Objectives
Each pilot State is required to demonstrate the following over a
two-year period at a few sites and for a portion of the truck and motor
coach industry:
a. Distribution of safety information to computers at the roadside
to target high risk carriers;
b. Use of license plate reader(s) at roadside to electronically
identify commercial vehicles and carriers to check safety information;
c. Electronic collection of inspection data from the roadside and
uploading to SAFETYNET;
d. Electronic application for credentials by motor carriers;
e. Interfacing of State systems to the IRP clearinghouse;
f. Interfacing of State systems to the IFTA clearinghouse; and
g. Electronic clearance at fixed and/or mobile sites.
A system for requesting oversize/overweight permits electronically
is optional.
CVISN model deployment States using Dedicated Short Range
Communications (DSRC) must be interoperable with nearby CVO and toll
programs. This is not designed to limit strategies, but to encourage
innovative approaches to achieving the ITS/CVO vision of increased
safety and efficiency. In addition, the FHWA will accept proposals
outlining projects that fund additional States in a truckshed region.
Evaluation is another requirement. CVISN model deployment States
must participate in an overall project evaluation. As a partner, FHWA
will provide an independent evaluator to work with the stakeholder in
refining their draft evaluation plan early in the test. The evaluation
process will help focus stakeholder efforts and resources through early
evaluation planning to achieve the maximum cost/benefits from the
program.
1.4 Expected CVISN Benefits
Expected Benefits for State Governments
a. Data interchange among States, carriers, financial institutions,
and insurance carriers will be electronic and efficient.
b. Administrators and enforcement personnel will have electronic
access to required data.
c. Enforcement resources can be focused on high risk carriers and
drivers.
d. Credentials issuance, taxation, inspections, and compliance
reviews will be automated to proceed more efficiently.
e. Better enforcement of weight, size, safety, and tax regulations.
f. In the long term, re-engineered policies and practices can be
based on measured data and careful analysis.
Expected Benefits for Motor Carriers
a. Reduced administrative burden in regulatory compliance.
b. Vehicles of safe and legal carriers will incur less delay.
c. Technology investment can support multiple services.
d. Uniformity of services across North America.
e. Focus on unsafe carriers will ``level the playing field.''
f. Reduction in exposure to lane change movements at inspection
sites.
g. Increased commercial vehicle fuel efficiency.
h. Reduced commercial vehicle emissions.
2. CVISN System and Organizational Coordination
The objectives of the CVISN model deployment program (Section 1.3)
will require system and organizational coordination. The organizations
and capabilities described here include the safety inspections and
electronic clearance; registration; electronic credentials, clearance,
and motor carriers; fuel tax system; and oversize/overweight. This
section takes a paragraph to describe what each objective achieves with
the CVISN deployment and how this is accomplished. The FHWA assumes
that model deployment States will upgrade existing systems or use a
private provider to operate and maintain the systems. The FHWA supports
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automation of the existing functions, but is not encouraging the
addition of new systems. For example, the Single State Registration
(SSR) and insurance systems have legislation pending in Congress, so
this model deployment is delaying integration of SSR into the CVISN
model deployment pending the outcome of this legislation.
2.1 Safety Inspections and Electronic Clearance
The State commercial vehicle safety system will upload inspections
electronically at the roadside using the ASPEN pen-based system or
current State system. Safety information will be provided
electronically to the roadside to enforcement officers. Preliminary
data has indicated that the effectiveness of roadside safety
inspections can be doubled combining this safety information with
experienced law enforcement officers. This will allow automated
screening to clear safe operators and focus safety enforcement on high
risk carriers. Federal model deployment funds could be used for
hardware and software, and the State will provide manpower to solve
organizational issues leading to deployment and resources such as motor
carrier inspectors to operate the system. This will be coordinated with
the existing Motor Carrier Safety Assistance Program (MCSAP). The State
will also electronically clear transponder-equipped safe and legal
trucks and buses at fixed and/or mobile sites.
2.2 Registration
The State registration system will electronically accept
registration requests, issue credentials electronically, and respond to
queries of authorized users. Federal model deployment funds could be
used to purchase the necessary hardware and software to interface the
existing pilot State registration system and build an interstate IRP
clearinghouse. This IRP clearinghouse will be developed and operated
under the direction of the IRP board of directors. The State
registration agency will provide organizational coordination of the
technology deployment and any modifications required in the existing
State system software. Federal model deployment funds could be used for
travel funding to resolve organizational issues and to participate in
American National Standards Institute (ANSI) standards meetings to
ensure the registration standards developed meet the pilot State's
requirements.
2.3 Electronic Credentials, Clearance, and Motor Carriers
Carriers and commercial motor vehicle operators will be able to
obtain credentials electronically. A small carrier if needed would go
to a single location, either a State or private provider, instead of
the numerous locations currently required. User friendly personal
computer (PC) software would be developed. This software will allow
carriers to obtain credentials directly from their office. Larger
carriers would likely integrate credential software in their existing
fleet management system.
Carriers could apply for electronic clearance that allows safe and
legal carriers with transponder-equipped vehicles to pass inspection
stations or mobile sites at mainline speeds.
2.4 Fuel Tax System
The State fuel tax system will (1) electronically accept
applications for fuel credentials, (2) issue them, (3) accept quarterly
fuel tax reports, (4) respond to authorized queries, and (5) notify
other IFTA application States electronically of carriers allocated for
their State. Federal model deployment funds could be used to purchase
the necessary hardware and software to interface the existing model
deployment State fuel tax system and build an interstate fuel
clearinghouse. This fuel clearinghouse will be developed and operated
under the direction of the IFTA board of directors and coordinated with
IFTA. The clearinghouse will notify the model deployment State
electronically of all carriers allowed to operate in the pilot State,
who are based in other States. The fuel tax system will provide
organizational coordination for the technology deployment and necessary
modifications required in the existing State system software. Federal
model deployment funds could be used for travel funding to resolve
organizational issues and to participate in the ANSI standards meetings
to ensure the fuel tax standards developed meet the pilot State's
requirements.
2.5 Oversize/Overweight (Optional)
The State oversize/overweight system will allow the carrier to
request credentials electronically and issue oversize/overweight
permits electronically for CVO vehicles in an approved envelope for
size and weight. Requests outside the envelope will be notified to
contact the organization in person. Where States have developed
regional oversize/overweight agreements, the region will select a
single State to issue credentials for that region. The States will
provide manpower to resolve issues and operate the system. Federal
model deployment funds could be used to purchase and install the system
and provide travel funding to resolve the organizational issues and to
participate in ANSI standards meetings to ensure that the oversize/
overweight standards developed meet the model deployment State's
requirements.
3. CVISN Funding
In fiscal year (FY) 96, the FHWA expects to provide $500,000 to
each model deployment State to enable them to automate their systems,
purchase technologies for the model deployment, and develop business
plans. Additional Federal FY 97 funding is planned. The actual amount
will be based on implementation cost estimates, Congressional funding
levels, and past performance.
3.1 Federal Allocation
Funding for each selected model deployment State will be provided
over a two-year period.
3.2 Eligible Costs for Federal Funding
Eligible expenditures for Federal funding will be for software
development, equipment, installation, maintenance, and other expenses
to achieve the objectives of the CVISN project.
3.3 Non-Federal Cost Sharing
The CVISN model deployment States will be asked to contribute at
least 50% of the cost of the project in hard and soft matches. Non-
Federal cost sharing (private and public) funds and other resources are
required. The CVISN pilot States will be required to contribute at
least 20% of the cost of the project as a hard match (cash, equipment
integrated into the project, or dedicated full-time staff). The
remaining 30% may be a hard or soft match. States proposing more than a
50% cost match will be given extra consideration in the proposal
review.
4. Mainstreaming
Mainstreaming funds will be available to States and regions in FY
1996. These funds will help continue to build the organizational and
institutional arrangements among States, carriers, and vendors to
ensure the development and deployment of ITS/CVO user services to
public and private markets. While the model deployment of the CVISN
architecture proceeds in the model deployment States over the next two
years, the State and regional forums will be strengthened by providing
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Federal funding to hire regional champions responsible for near-term
deployment activities. The regional champions and forums will serve the
following functions: (a) the development of regional and State ITS/CVO
Mainstreaming plans to prepare for CVISN model deployment in States
throughout the seven truckshed regions and (b) the dissemination of
results from the initial CVISN model deployment State to the rest of
the regional forum. Additional details regarding the 1996 Mainstreaming
project will be available in April from the FHWA.
5. Evaluation
The FHWA will conduct a rigorous, independent evaluation of the
effectiveness of the CVISN model deployment in achieving State and
National ITS program goals. The independent evaluation may be conducted
using existing FHWA resources, or, as part of another solicitation, the
FHWA may contract with one or more independent evaluation contractor(s)
to evaluate the model deployments.
6. Application Requirements
The application to be a model deployment State shall include a
memorandum of agreement (MOA) with the chief executive officer's (CEO)
signature of relevant State agencies demonstrating their support for
providing the CVISN services previously outlined. A signature of the
Governor and/or the CEO of a motor carrier association is optional. An
organizational chart showing the relationship between the agencies, a
point of contact for each agency and a lead agency will be identified
at this time. This process is to ensure management support for CVISN
services at all levels. If there is no MOA, the application will not be
considered further.
Each application shall include and fully address the selection
criteria statements in Section 7, Selection Criteria.
7. Selection Criteria
Selection for State participation in the CVISN model deployment
program will include the following criteria:
7.1 Institutional Capabilities
States interested in model deployment of CVISN should include, with
their application of interest, supporting documentation indicating the
extent to which of these institutional capabilities exist. Possessing
more of these institutional capabilities will increase the ability of a
State to be selected and to be a successful model deployment State.
a. Leadership and initiative on ITS/CVO issues and programs through
participation in ITS/CVO institutional studies and operational tests
b. Integration with safety strategies and projects targeting high
risk carriers
c. An ITS/CVO working group involving State agencies and private
industry
d. An ITS/CVO plan (strategic, business, deployment, etc.). If a
plan is available, a bullet list of major elements should be attached
with the application including: (1) Goals, (2) Objectives, (3) Actions,
(4) Schedule, and (5) Funding summary
e. Strong commitment to customer service and the ability to work
with the motor carrier industry in their State
f. A full time project manager to champion deployment of these
services in the State
g. Experience and willingness to work with other States and CVO-
related organizations at the regional and national level
h. Commitment to participate in the evaluation and the CVISN model
deployment following the two-year operational test
i. Public/private partnerships involving CVO
7.2 Technical Capabilities
States interested in model deployment of CVISN should include
supporting documentation indicating their technical capabilities for
the items below. It is not anticipated that most of these technical
capabilities exist in States, but possessing more of these technical
capabilities will increase the ability of a State to be a successful
model deployment State.
a. Significant public and/or private sector investment and
technical capability in developing, operating, and maintaining CVO-
related information management systems and technologies
b. Significant progress in developing and operating (including the
private sector) several ITS/CVO services, including:
1. Fixed and/or mobile electronic safety screening programs, and
the ability to support on-line data entry of interstate and intrastate
safety information
2. Electronic clearance programs where States operate a significant
number of weigh stations, ports-of-entry, or mobile operations
3. Electronic registration programs for carriers for interstate and
intrastate registrations, and the ability to respond to electronic
queries from government and industry to verify the status of
registrations
4. Electronic fuel tax reporting, and the ability to respond to
electronic queries from government and industry to verify the status of
fuel tax accounts
5. Electronic oversize/overweight permitting, and the ability to
respond to electronic queries from government and industry to verify
the status of oversize/overweight permits
c. State communications infrastructure or that of a private
provider is sufficiently developed to provide on-line information
exchange capability to the designated users
d. Sufficient support equipment to carry out the model deployment
of CVISN and ITS/CVO services
7.3 Non-Federal Cost Sharing
States interested in model deployment of CVISN should include
supporting documentation of all non-Federal cost sharing (private and
public) funds and other resources that would be used to support the
CVISN model deployment program. The CVISN model deployment states will
be asked to contribute at least 50% of the cost of the project in hard
and soft matches. The CVISN model deployment States will be required to
contribute at least 20% of the cost of the project as a hard match
(cash, equipment integrated into the project, or dedicated full-time
staff). The remaining 30% may be a hard or soft match. States proposing
more than a 50% cost match will be given extra consideration in
proposal review.
8. Schedule
The time line for the CVISN model deployment state application and
selection process is as follows:
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No. Date Event
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1.. April 1, 1996...................... Distribution of RFI.
2.. April 22, 1996..................... RFI responses due to FHWA.
3.. May 15, 1996....................... Distribute Request for
Applications for CVISN Model
Deployment Program.
4.. July 1, 1996....................... Applications for CVISN Model
Deployment Program due.
5.. August 1, 1996..................... Applications selected for
CVISN Model Deployment
Program.
6.. September 2, 1996.................. Funding Agreements completed.
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Please provide any comments concerning the following questions:
1. What are your thoughts on the CVISN program?
2. Is the proposed requirement to demonstrate the seven CVISN
objectives reasonable in a two year time frame?
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3. Is Federal funding over a two-year period an appropriate time
frame?
4. Is the 50% minimum non-Federal cost sharing reasonable? Could it
be more?
5. Should motor carrier support be required for the MOA?
6. Should the Governor's signature be required for the MOA?
7. Please provide any additional criteria needed for the MOA.
8. Is the schedule reasonable?
Authority: 23 USC 315; 49 CFR 1.48.
Issued on: April 3, 1996.
Rodney E. Slater,
Federal Highway Administrator.
[FR Doc. 96-9069 Filed 4-10-96; 8:45 am]
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