Exhibit 1016
`
`A
`’
`H ‘P
`:°}.i°.'ii":.'.17.'.'E°"
`ransilun
`in ways
`
`Title:
`
`California Partners for Advanced Transit
`and Hi hwa s PATH
`UC Berkeley
`
`Communications And Positioning Systems In The Motor Carrier Industry
`
`Author:
`
`Scapinakis, Dimitris A.
`Garrison William L.
`
`Publication Date:
`
`01-01-1992
`
`Series:
`
`Research Reports
`
`Publication Info:
`
`Research Reports, California Partners for Advanced Transit and Highways (PATH), Institute of
`Transportation Studies (UCB), UC Berkeley
`
`Permalink:
`
`http://escholarship.org/uc/item/15jO86pf
`
`Keywords:
`
`Trucks--Automatic location systems, Trucking--Communication systems, Mobile communication
`systems
`
`Abstract:
`
`Until recently, truck drivers and their dispatchers have relied on public telephones and voice
`radio systems to communicate with each other. Today, however, vendors are beginning to offer
`new technologies for determining the positions of trucks and communications to and from trucks.
`Eighteen systems and their implications for the industry and intelligent vehicle highway systems
`(IVHS) activities are reviewed in this paper. Some of the newer communications and/or positioning
`systems are in the proposal stage. Others are available with not yet fully developed capability
`or only in limited markets. Some other systems, such as cellular telephones or modern voice
`radio, represent recent improvements of existing systems. New satellite based systems offer the
`most comprehensive coverage, but they are relatively expensive and tend to be favored by large,
`irregular route truckload carriers which have reported significant increases in productivity from
`system use. Regardless of the technology used, the challenge for truck fleet operators is the full
`integration of the information provided by the systems with their operations. In the transition to
`a high degree of information integration, three distinct steps or levels can be identified. First, the
`dispatcher's work is eased and made more efficient. The communications system plays a key
`role because the basic source of information is the moving vehicle. Then, information is shared
`between different departments within the trucking firm. Finally, interorganizational links between
`the trucking firm and its customers are established. Firms in the industry have always strived
`for information integration at these levels. What is new is the possibility of a much higher level
`of information automation and integration. The implications of trucking industry trends for IVHS
`
`.
`
`.
`
`#0: eS.Ch_O1aI-S_h1P
`3...’:
`UFWIVGFSW Oi Calllbmla
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`eScho|arship provides open access,
`
`services to the University of California and delivers a dynamic
`research platform to scholars worldwide.
`
`scholarly publishing
`
`Liberty Mutual Exhibit 1016
`
`Page 000001
`
`

`
`programs may be summed up in two observations. Managers of trucking firms are interested in
`improved productivity, service improvements, and cost reductions. Highway agency professionals
`are interested in improved facility operations. But the mutual interests of firms and IVHS-interested
`agencies appear to fall through the cracks, so to speak. Trucking firms are achieving higher and
`higher levels of information-enabled integration. The potential for integration of information from
`the trucking industry has not yet been considered by the IVHS community.
`
`0 I
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`scholarly publishing
`escholarship provides open access,
`services to the University of California and delivers a dynamic
`research platform to scholars worldwide.
`
`Page 000002
`
`

`
`Program on Advanced Technology for the Highway
`INSTITUTE OF TRANSPORTATION STUDIES
`UNIVERSITY OF CALIFORNIA AT BERKELEY
`
`Communications and Positioning Systems
`in the Motor Carrier Industry
`
`Dimitris A. Scapinakis
`William L. Garrison
`
`PATH Research Report
`UCB-ITS-PRR-91-10
`
`This work was performed as part of the Program on Advanced
`Technology for the Highway (PATH) of the University of California,
`in cooperation with the State of California, Business and Transportation
`Agency, Department of Transportation, and the United States Department
`of Transportation, Federal Highway Administration.
`
`The contents of this report reflect the views of the authors who are
`responsible for the facts and the accuracy of the data presented herein.
`The contents do not necessarily reflect the official views or policies of
`the State of California. This report does not constitute a standard.
`specification, or regulation.
`
`ISSN 1055- 1425
`
`Page 000003
`
`

`
`This paper has been mechanically scanned. Some
`errors may have been inadvertently introduced.
`
`Page 000004
`
`

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`COMMUNICATIONS AND POSITIONING SYSTEMS IN THE
`
`MOTOR CARRIER
`
`INDUSTRY
`
`Dimitris A. Scapinakis
`
`William L. Ganison
`
`Page 000005
`
`

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`Table of Contents
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`2 THE TRUCKING INDUSTRY .
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`3 POSITION REPORTING AND COMMUNICATIONS TECHNOLOGIES .
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`4.2.2 Satellite Based Systems .
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`5.4 EMERGING SYSTEMS AND SYSTEM PROPOSALS .
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`34
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`36
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`Page 000006
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`6 USES AND EXPERIENCES .
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`6.1
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`SHORT HAUL OPERATIONS .
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`41
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`43
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`46
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`6.2 LONG HAUL OPERATIONS .
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`6.3 THE HELP PROJECT .
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`49
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`52
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`7 LESSONS .
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`7.1 FLEET OPERATORS: AUTOMATE OR INFORMATE?
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`7.2 THE AUTO-TRUCK HIGHWAY SYSTEM .
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`52
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`56
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`61
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`8 CLOSURE .
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`REFERENCES
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`62
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`APPENDIX:
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`TOWARD IVHS ORIENTED MONITORING OF THE TRUCKING INDUSTRY’S
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`ADOPTION AND USE OF POSITION AND COIVHVIUNICATION SYSTEMS .
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`66
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`Page 000007
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`

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`List of Figures
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`1 The Trucking Industry .
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`4
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`7
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`2 Major Uses of Trucks
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`13
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`3 Example proximity systems _
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`4 Mobile Satellite Communications
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`28
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`29
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`5 Keyboard and Display Unit .
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`30
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`6 The Qualcomm System .
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`7 The PROMETHEUS Project
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`37
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`42
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`8 Communications systems used by fleets of all classes .
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`9 Market Penetration by Selected Communications Systems
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`43
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`44
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`10 Market share of selected communications technologies .
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`11 Cf€SC€I1tAPP1icati0ns
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`51
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`54
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`12 Screen from a level I computer program .
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`1 Positioning and Communications Systems Discussed .
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`10
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`List of Tables
`
`iii
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`Page 000008
`
`

`
`Abstract
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`Until recently, truck drivers and their dispatchers have relied on public telephones and voice radio
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`systems to communicate with each other.
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`Today, however, vendors are beginning to offer new
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`technologies for determining the positions of trucks and communications to and from trucks. Eighteen
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`systems and their implications for the industry and intelligent vehicle highway systems (IVHS) activities
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`are reviewed in this paper.
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`Some of the newer communications and/or positioning systems are in the proposal stage. Others
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`are available with not yet fully developed capability or only in limited markets.
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`Some other systems,
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`such as cellular telephones or modern voice radio, represent recent improvements of existing systems.
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`New satellite based systems offer the most comprehensive coverage, but they are relatively expensive and
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`tend to be favored by large, irregular route truckload carriers which have reported significant increases
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`in productivity from system use.
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`Regardless of the technology used, the challenge for truck fleet operators is the full integration
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`of the information provided by the systems with their operations.
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`In the transition to a high degree of
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`information integration, three distinct steps or levels can be identified. First, the dispatcher’s work is
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`eased and made more efficient. The communications system plays a key role because the basic source
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`of information is the moving vehicle. Then, information is shared between different departments within
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`the trucking firm. Finally, interorganizational links between the trucking firm and its customers are
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`established. Firms in the industry have always strived for information integration at these levels. What
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`is new is the possibility of a much higher level of information automation and integration.
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`The implications of trucking industry trends for IVHS programs may be summed up in two
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`observations. Managers of trucking firms are interested in improved productivity, service improvements,
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`and cost reductions. Highway agency professionals are interested in improved facility operations. But
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`the mutual interests of firms and IVHS-interested agencies appear to fall through the cracks, so to speak.
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`Trucking firms are achieving higher and higher levels of information-enabled integration. The potential
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`for integration of information from the trucking industry has not yet been considered by the IVHS
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`community.
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`iv
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`Page 000009
`
`

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`AAR
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`ACTS
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`AEI
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`AMSC
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`ATA
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`AVI
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`AVLS
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`CDMA
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`CTA
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`c V o
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`DRIVE
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`EDI
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`EMBARC
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`EUROFRET
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`FCC
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`FLEET
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`GPS
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`GSM
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`HELP
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`ICC
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`IMO
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`IVHS
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`JIT
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`LEO
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`LTL
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`MIS
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`MSAT
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`MSS
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`NMF
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`Acronyms and Abbreviations
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`Association of American Railroads
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`Advanced Communications Technology Satellite
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`Automatic Equipment Identification
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`American Mobile Satellite Corporation
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`American Trucking Associations
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`Automatic Vehicle Identification
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`Automatic Vehicle Location System
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`Code-Division Multiple Access
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`California Trucking Association
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`Commercial Vehicle Operations
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`Dedicated Road Infrastructure for Vehicle Safety in Europe
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`Electromc Data Interchange
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`Electronic Mail Broadcast to a Roaming Computer
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`A European System for International Road Freight Operations
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`Federal Communications Commission
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`Freight and Logistics Efforts for European Traffic
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`Global Positioning System
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`Groupe Special Mobile
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`Heavy Vehicle Electronic License Plate
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`Interstate Commerce Commission
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`International Maritime Organization
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`Intelligent Vehicle Highway System
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`Just-In-Time
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`Low Earth Orbit
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`Less-than-Truckload
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`Management Information System
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`Mobile Satellite
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`Mobile Satellite System
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`Network Management Facility
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`Page 000010
`
`

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`OBR
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`PCN
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`PPS
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`On-Board Recorders
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`Personal Communication Networks
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`Precision Positioning Service
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`PROMETHEUS
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`Program for European Traffic with Highest Efficiency and Unprecedented Safety
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`QASPR
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`QCOM
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`RDSS
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`RTI
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`SMR
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`sps
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`TDMA
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`TL
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`VISTA
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`VTS
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`Qualcomm Automatic Satellite Position Reporting
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`Qualcomm Communication Manager
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`Radio Determination Satellite System
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`Road Transport Informatics
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`Specialized Mobile Radio
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`Standard Positioning Service
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`Tirne-Division Multiple Access
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`TruckLoad
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`Vehicle Information Status Terminal Accessory
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`Vehicle Tracking System
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`vi
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`Page 000011
`
`

`
`Preface
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`The research reported in this document began in the Fall of 1990 and was largely completed by
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`the end of July 1991. The work divided broadly into two monitoring and two analysis efforts.
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`Technology development and the technology adoption process were monitored. Analyses were made of
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`implications for the trucking industry and for IVHS activities. A report describing the work plan was
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`circulated for discussion shortly after work was initiated (Studies of the Adoption and Use of Location
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`and Communication Technologies by the Trucking Industry. UCB-ITS-PRR-91-2).
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`The research was fascinating, yet frustrating.
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`It was fascinating because the challenge was to
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`make sense of diverse stories. There are many types of trucking firms operating in diverse markets.
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`Suppliers of positioning and communications devices are competing by offering differing products and
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`services. There is limited information on technology adoption and use, and the information that is
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`available has a “first impact” character. At the same time, IVHS programs are beginning to consider
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`commercial vehicle operations, building in part from established programs such as the Crescent/Heavy
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`Vehicle Electronic License Plate (HELP) program.
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`Technology development and use extends beyond IVHS and the trucking industry. The uses of
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`automatic identification technologies have expanded in all industry sectors. For instance, bar codes are
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`found on the identification bracelets worn by hospital patients and on the motherboards in personal
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`computers, in addition to their familiar appearance on grocery and many other products. Several years
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`ago ocean containers began to be tagged with identification devices, and the devices are becoming the
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`standard for both rail and trucking,
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`The diverse and expanding activities tell many interesting stories, yet the research was frustrating.
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`The research problem was to tease out the themes running through the stories, and that proved not to be
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`easy. The diversity of the trucking industry and the technology yielded many stories to be told--so many
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`that when writing this report a tightrope had to be walked between extensive description and not enough
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`said. More difficult was the task of interpreting exciting stories, some of which were about firms using
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`new technology to great advantage. Another story was about a neural-network, high resolution scarming
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`system for equipment identification. Crescent, Advantage I-75, and other IVHS-related activities also
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`told exciting stories. In particular, the evolution of the Crescent project said a lot about what needed to
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`be done to take technology off the shelf.
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`It was tempting to tell such stories, but inappropriate because the evidence was fragmentary and
`
`Page 000012
`
`

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`incomplete.
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`It was not clear how the stories and inferences from them represent industry, technology,
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`and IVHS trends. It is too early to know, or even guess, how these stories will proceed to their ends.
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`For instance, will the interests of the IVHS community and the trucking community diverge or converge?
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`Will many technologies bloom or will a single predominant technology push all others aside? Again, it’s
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`too early to either know or make good guesses about these matters.
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`Given ‘this situation, wait-and-see is a tempting strategy. But it might be a costly strategy, for
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`trucks are major highway facility users and potential recipients of benefits from IVHS programs. Perhaps
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`the appropriate strategy is to watch and identify and interpret trends as early as practicable.
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`viii
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`Page 000013
`
`

`
`COMMUNICATIONS AND POSITIONING SYSTEMS IN
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`THE MOTOR CARRIER INDUSTRY
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`1.
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`INTRODUCTION
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`The convergence of telecommunications and computing has led researchers in many fields to
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`investigate and speculate on development possibilities. Transportation researchers have increased their
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`interest in the relationship between transportation and information technology. Today, many expect
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`communications to facilitate the flow of vehicles on urban road networks. Some researchers focus on
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`issues of travel substitution and travel complementarily. Will interactive computing substitute for the
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`journey to work? Might improved communications interact with and reenforce the need for travel?
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`Within the context of the freight transportation industry, attention is usually on increasing productivity
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`and improving company management. All these issues are different aspects of the same problem: How
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`can emerging technologies contribute to a better transportation product?
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`Advancements in telecommunications technology have made it increasingly affordable for
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`commercial vehicles to be equipped with communications devices. Devices vary from simple voice radios
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`to sophisticated satellite transceivers. Regardless of the technology used, the first outcome of technology
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`adoption is improved communication between drivers and dispatchers (i.e., more timely and precise, as
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`well as less costly).
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`In the motor carrier industry environment where competitive pressures are great,
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`the second outcome is the merging of improved communications capabilities with complementary efforts
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`to improve productivity and services. These complementary internal efforts include computer aided
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`dispatching, improved equipment monitoring, and driver training and monitoring. There are also
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`complementary activities between trucking firms and their customers, such as electronic data interchange
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`and tight scheduling of shipment movements to meet customers’ needs.
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`The chief purpose of the investigations reported here is to explore a third outcome of the adoption
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`of improved communication devices:
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`the complementarily of the industry’s activities and highway agency
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`IVHS efforts in the U.S., Japan, and Europe aimed at managing congestion problems. Congestion
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`problems include recurring congestion in urban areas and event-caused congestion in both urban and rural
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`areas. Both short and long term efforts to improve congestion management are underway.
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