Positioning and Communications
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`the U.S., the European approach is top-down, and the approach is directed by the Commission of the
`
`European Communities at Brussels. That is understandable, for there are nation-to- nation differences
`
`in communications protocols, regulation, and other broad environmental factors bearing on the trucking
`
`industry. Also, there is relatively more regulation of the transportation industries and more of a tradition
`
`for central planning in Europe than in the U.S.. The necessity to consider trucking matters has involved
`
`IVHS programs in trucking subjects but the level of involvement is much greater in Europe than in the
`
`U.S.
`
`Is there a case for a centralized IVHS-trucking activity in the U.S.? The argument for centralized
`
`is this: Many of the systems require large capital investments for implementation, and large capital
`
`investments would only be warranted if there were many users.
`
`If several systems divide the market,
`
`there is the risk that capital for the full deployment of systems will not be forthcoming. Even if systems
`
`are deployed, service may be more costly than would have been the case if a single system had been
`
`deployed. Therefore, centralized investigations and consensus are needed to determine the most suitable
`
`technology, operating, and pricing protocols.
`
`That technology should be selected for implementation
`
`and supporting standards set and/or policy decisions taken.
`
`The present study was not oriented to the issue of centralization, of course, but we have one
`
`observation that bears on centralization. European professionals commented to these researchers along
`
`these lines. “The Americans are trying things out to see what works and what the market is. Europeans
`
`are trying to figure out what to do without the benefit of hard experience.” Perhaps the message is that
`
`a good mixture of long term system thinking and hard experience ought to go hand in hand.
`
`This paper will end with a discussion of the broader implications of information technologies.
`
`In our view the impacts of these technologies are not restricted to providing operational improvements
`
`for the transportation modes and facilities. In the trucking industry the challenge was and is to recognize
`
`the complementary capacities of information technologies--that they not only automate but inforrnate a
`
`process, making it visible to all and setting the stage for innovations. What might this mean for
`
`transportation systems? We attempt to answer this question in the following paragraphs.
`
`Information technologies are supporting the automation of highway traffic monitoring and control:
`
`traffic signals are adjusted to demand, tolls are collected electronically, motorists are given route
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`diversion information, and possible over weight vehicles are identified while they are travelling at speed.
`
`In their informating capacity on the other hand, the technologies may generate a wealth of data such as
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`the mix of vehicles on a freeway; origin and destination patterns of daily commuters; the number of
`
`trucks entering a port at a time of day; road capacity and design compared to mix of traffic; facilities used
`
`at capacity and for how long; facilities never used at capacity; traffic generating patterns of suppliers to
`
`JIT manufacturers; extent of damage caused to pavements by vehicles; and so on. Trends may be
`
`deduced from ‘the data. However useful automation might be, the challenge is to match modal services
`
`to dynamic system requirements which must be identified and continuously updated. This effort may be
`
`assisted in part by the data provided by the information technologies.
`
`In the motor carrier industry vehicle tracking data are proving to be most effective when
`
`integrated with shippers’ and receivers’ information systems. This occurred when, following market
`
`signals, traditional ways of thinking were put aside. An equivalent change in traditional assumptions is
`
`needed in highway transportation in order to benefit from the informating capabilities of the new
`
`technologies. Only such a change would create an environment for innovation.
`
`How can such an environment be created? The history of transportation shows that most
`
`improvements have been incremental, and small changes year-to-year have been the rule [49]. But On
`
`occasion innovations are adopted that induce rapid system change. Examples of such innovations include
`
`jet aircraft, the diesel locomotive, and interstate highway designs. Although such innovations induced
`
`rapid improvements in services, they still have an incremental character, for they fit the context of the
`
`system. As history indicates, the need for incrementalism constraints but does not necessarily prevent
`
`rapid progress. Rapid progress simply requires technologies that technologies that make a marked
`
`differences in services. Such technologies must be consistent with market trends and, more broadly,
`
`consistent with underlying socioeconomic trends.
`
`These conditions are in mind when making the following two simple suggestions. The
`
`suggestions are examples that are consistent with recent trends. They are given to illustrate how
`
`developments in communications and the trucking industry might have implications for IVHS programs.
`
`There is interest in personal communications systems.
`
`If the expectations of the proponents of
`
`these systems are realized, everyone might have their own personal number where they could be reached.
`
`The resulting network of radio towers might be a more efficient means to transmit information to
`
`motorists than the roadside beacons envisioned by IVHS.
`
`The increasing reliance of manufacturers on just-in-time deliveries and the decentralization of
`
`production localities might lead to a need for fast and well-coordinated small scale flows of commodities.
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`New truck traffic might be generated close to factory plants. This extremely time-sensitive traffic may
`
`stress the highway network designed as a compromise between passenger and commercial vehicles
`
`(reports from Tokyo refer to extensive traffic congestion caused by trucks supplying just-in-tirne industrial
`
`plants in the vicinity of the city). This trend might speed the development of exclusive truck facilities
`
`around industrial locations, rail/truck hubs, or ports. These facilities might be an excellent market niche
`
`in which to test some of the emerging IVHS technologies, perhaps adjusted to the needs of a truck-only
`
`highway.
`
`Again, the examples were give to illustrate how communications and trucking industry
`
`developments might have implications for IVHS programs. Of course, the experiences of motor carriers
`
`with advanced communications and positioning technologies are not extensive, and the full impacts of
`
`technology adoption are only beginning to emerge. Consequently, the discussion of interfaces for IVHS
`
`programs required considerable stretching and interpretation. Interpretations are, at best, preliminary.
`
`Even so, because the technologies are emerging, it is highly desirable to note some priority research
`
`topics that might affect the directions of their development.
`
`First, it was noted that trucking technologies and IVHS technologies are being developed
`
`independently. Inquiry into identifying pay-offs for both IVHS and truckers might suggest technologies
`
`ofjoint interest well beyond those identified in the HELP study and other IVHS work.
`
`Second, the integration-informating experiences of trucking organizations might be monitored and
`
`interpreted in light of downstream IVHS opportunities. Similar experiences should be considered for all
`
`highway users.
`
`Third, and as this report has indicated, most information about emerging technologies bears on
`
`their technical performance characteristics and costs. Some information is available on benefits from
`
`technology adoption and use.
`
`It would seem desirable to expand the benefit information and, to the extent
`
`practicable, strive for information on benefits at systems levels.
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`s
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`CLOSURE
`
`This discussion began with a description of the positioning and communications systems available
`
`to and being adopted used by commercial vehicle operators. The trucking industry is diverse and so are
`
`its needs. Fleets in local operations appear to need relatively more communications and less positioning
`
`than other fleets.
`
`In contrast, fleets in long haul operations (those travelling more than 200 miles away
`
`from their base) need both communications and positioning. Currently, voice radio and telephone are
`
`by far the predominant technologies. Data communications in short haul operations are used by few
`
`carriers, mainly large ones. Several fleets serving the long haul irregular route market have purchased
`
`satellite communications equipment. Their experiences have been positive but many carriers are asking
`
`that the technology suppliers increase work to integrate information from vehicles with all facets of fleet
`
`operations and industry services.
`
`With respect to impacts on the trucking industry, three levels of information integration were
`
`identified, fiom the automation of the dispatching operations to the creation of interdepartmental and then
`
`interorganizational
`
`links.
`
`This paper concluded with some considerations for highway operations managers and policy
`
`makers. The issue for highway operations managers is higher levels of information sharing at the
`
`interface between highway and truck operations. Actions of common interest beyond those already
`
`identified in the HELP program need to be identified and tested. The IVHS research community may
`
`find many ways to benefit from the experiences of fleet operators.
`
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