For the pilot test, three scenarios were developed with different shipment types regarding various levels of security and safety needs:

• Scenario 1 involved a national truckload carrier's standard dry van deliveries.
• Scenario 2 involved a national truckload carrier's transportation of high value retail clothing and electronics.
• Scenario 3 involved a regional truckload carrier's transportation of Class 1.1 – 1.6 Explosives.

UTT system technologies were installed in 25 trailers and tractors in each scenario, and tested for 3 months. This test period provided data showing that a UTT system could improve different levels of safety and security for various shipments from origin to destination. The carriers in all three scenarios had previously used the satellite-based mobile communications system on all of their tractors prior to the commencement of the UTT pilot test, as well as the tractor-based mobile communications system as a part of their daily operations.

A summary of each scenario is summarized in Table 3.

4.1 Operational Environment

The operational environments portraying the pilot test participating motor carriers' typical operations in each scenario are outlined below.

4.1.1 Scenario 1: Truckload/Dry Van

Scenario 1 of the pilot test includes trailer tracking of the Truckload/Dry Van portion of the trucking industry. Loads transported by this carrier are general dry freight containing electronics, clothing, and potatoes. Although the loads and routes vary throughout the season, cargo is delivered throughout the 48 states. The trailers are untethered primarily at the participant's headquarters terminal, in addition to region-wide customer locations.

The Scenario 1 participant owns a fleet of new and late model conventional tractors (600+) and 1,300 53-foot van trailers. Each tractor is equipped with a satellite-based mobile communications system. The participant's trailers are older, and some trailers are leased. The drivers work an average of 12 days on with 2 days off.

For all deliveries, the drivers are required to proceed directly to their destination. If drivers are carrying high-value loads, they are not allowed to disconnect their trailer from the tractor except at authorized terminals. Trailers can be dropped at the shipper's site where they have often remained for 3 to 10 days at a time before they are picked up. At any given time, up to 25 trailers can be sitting idle and unavailable to the carrier at a customer's site. In addition, the parent company may periodically use these idle trailers without authorization, which adds to the difficulty of the carrier locating the trailers. During the pilot test, the average length of haul was 564 miles, yet in certain instances, dedicated teams were used for longer hauls. The shippers and consignees varied for this scenario throughout the pilot test.

4.1.2 Scenario 2: Truckload/High Value

Scenario 2 of the pilot test includes trailer tracking of the Truckload/High Value portion of the trucking industry. Loads transported by this motor carrier are general dry freight containing retail clothing, electronics, and food. This participant is an irregular route truckload motor carrier operating in the 48 contiguous states with over 60 locations across the United States and additional points in Canada. The fleet's equipment consists of 1,300 trucks and 2,900 trailers of which 62 percent have air ride. All of the trailers are constructed of sheet metal and aluminum posts. The inside of the trailers are lined with plywood. Historically, the test participant had experienced losses when trailer doors were not closed properly, which resulted in water damage to the cargo and trailer. All 1,300 tractors are equipped with satellite-based mobile communications systems.

In Scenario 2, the drivers are permanently assigned to their tractors, but owner-operators are also used. Loads are usually dropped at the Mexican border where a Mexican carrier picked up the load, yet in some instances, authorized Mexican carriers transported trailers into Mexico.

In the test participant's yard, located approximately 2 miles from their administrative offices, trailers can sit on a pad in the yard for 30 days or more. Security at the participant's facility is good, since the lot is fenced and covered by closed circuit television (CCTV) cameras. All tractors and trailers entering the yard are inspected. When a tractor trailer leaves the yard, it passes through two gates. At the first gate, the driver's ID and manifest are verified, and at the second gate, a photo of the driver, the trailer, and the tractor are taken. Records are held for 7 days.

The trailer inventory is handled manually by checking the trailers in the yard twice a day. Then, the inventory sheet is faxed to a customer service clerk who compares the faxed inventory sheet to an inventory maintained on the computer. Approximately five to six hours can be spent to determine whether or not a trailer was missing. In most instances, missing trailers occurred when an authorized driver takes the wrong trailer due to a transposed trailer number in the inventory.

During the pilot test, the drivers drove an average of 789 miles per trip. These drivers were required to use a kingpin lock when the trailer was dropped and to padlock all doors. The carrier also reversed the bolts in the trailer doors and spot-welded the bolts for higher security. In some instances, the shippers sealed or locked the trailer doors, and the drivers were not authorized to drop the trailer without obtaining permission from the dispatchers. The shippers and consignees varied for this scenario throughout the pilot test. Approximately 6,000 to 10,000 loads total were transported by this carrier per month, and operations extended into both Canada and Mexico.

4.1.3 Scenario 3: Explosives/Hazardous Materials

Scenario 3 of the pilot test includes trailer tracking of the HAZMAT/Explosives portion of the trucking industry. Sixty percent of the trailers are used for DOD movements. The trailers are usually picked up from the shipper by an interim driver and driven to a safe haven area for staging or transfer to an over-the-road driver. The remaining 40 percent of trailers are used for general load traffic. The loads vary throughout the season and are delivered throughout the 48 states. The participant's companies specialize in the over-the-road transportation of military munitions, commercial explosives, and radioactive materials from 15 terminals located across the United States. Centralized dispatch is performed at its corporate location. Over-the-road shipments of commercial explosives are typically delivered to blasting sites and bin storage. Over 200 of the test participant's tractors are equipped with a satellite-based mobile communications system. The participant also has over 500 dry van trailers.

In the pilot test, the drivers were permanently assigned to tractors and averaged 928 miles per trip. Approximately 1,800 to 2,000 loads were transported by this carrier per month. Drivers used a kingpin lock when the trailer was dropped and padlocked the doors. During the pilot test, the trailers were untethered at the participant's headquarters terminal and at the participant's customer locations within the Midwest and Eastern states. The consignees varied for this scenario.

4.2 Architecture by Scenario for the Pilot Test

This section describes the technology architecture for each operational scenario in the pilot test, which includes:

• A description of the UTT system technologies and functions tested.
• The configurable parameters by system component, as applicable.
• A description of the operational flow, including a diagram and itemized steps. (The operational flow describes the flow of information between the vehicle components, network components, and participant systems. The system components utilized in a specific message flow are shaded gray.) Each flow contains:
  • Daily operations
  • Alerts
• A physical architecture for each scenario.

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