Untethered Trailer Tracking 

and Control System 

December 2005
Foreword 

The Federal Motor Carrier Safety Administration (FMCSA) has been investigating methods to 

improve carrier security, particularly in the area of hazardous materials security. The 

transportation of hazardous materials is the largest security risk area within the motor carrier 

industry, with more than 800,000 shipments of hazardous materials transported each day in the 

United States. In 2004, FMCSA completed a comprehensive Hazardous Materials Security Field 

Operational Test that included an element to test a basic untethered trailer tracking (UTT) 

system. This system provided trailer position and identification information to a dispatcher on a 

regular basis. The House of Representatives Report 107-722, Department of Transportation and 

Related Agencies Appropriations Bill, 2003, stated that further development of existing trailer 

tracking systems was essential. 

This final project report on the UTT system provides information that can be used by motor 

carriers and the public sector emergency response and enforcement communities, regarding the 

potential security, safety, and operational efficiency benefits of commercially available trailer 

tracking technologies. Motor carriers could choose to purchase and implement this technology to 

improve overall safety, security, and operational efficiency. The emergency response and 

enforcement community could adopt and use the commercially available technology to better 

respond to potential security incidents involving trailers, such as preventing trailers from being 

used as weapons of mass destruction. 

 

FMCSA conducted a national pilot test to develop and test a UTT system with the expanded 

functions specified in the congressional report. This document does not supersede an earlier 

report on the subject. 

Notice 

This document is disseminated under the sponsorship of the Department of Transportation in 

the interest of information exchange. The United States Government assumes no liability for 

its contents or use thereof. 

This report does not constitute a standard, specification, or regulation. 

The United States Government does not endorse products or manufacturers. Trade or 

manufacturers' names appear herein only because they are considered essential to the object of 

this document. 
 

Technical Report Documentation Page

1. Report No.

FMCSA-MCRRT-06-002 

2. Government Accession No. 3. Recipient's Catalog No.

5. Report Date 

December 2005 

4. Title and Subtitle 

Untethered Trailer Tracking Control System Final Report 

6. Performing Organization Code 

7. Author(s) 

Michael Boyden, Daniel Stock, Mark Jensen, Erik Wik, Steven Le, Yamilet Alfaro-Gunion, Andrew 

Spector, Joseph Deignan, and Carol Mitchell (SAIC); Marc Sands, Derrick Vercoe, Peggy

Erlandson, Laura Mack, Jennifer Wittpenn, Michele Clark, and Jonathan McQueen (QUALCOMM); 

and Amy Houser (FMCSA) 

8. Performing Organization Report No.

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) 

Science Applications International Corporation (SAIC)

Information Technology Integration Group 

10250 Campus Point Drive, MS T2-B

San Diego, CA 92121 

11. Contract or Grant No.

DTMC75-03-F-00049 

13. Type of Report and Period Covered 

Final Report – July 2003 – September 2005 

12. Sponsoring Agency Name and Address 

Department of Transportation 

Federal Motor Carrier Safety Administration 

Office of Research and Analysis 

400 Virginia Ave. SW, Suite 600 

Washington, DC 20024 

14. Sponsoring Agency Code 

FMCSA 

15. Supplementary Notes 

This program was administered through the Federal Motor Carrier Safety Administration (FMCSA). The FMCSA Program Manager is Ms. Amy Houser.

16. Abstract 

The security of truck operations is a major component of a secure national transportation system. Commercial motor vehicles are not only potential targets of 

attack, but they can also be used as a means of transferring destructive materials within the country and as weapons to attack other targets. The House of 

Representatives Report 107-722, Department of Transportation and Related Agencies Appropriations Bill, 2003, stated that further development of existing 

trailer tracking systems was essential. As a result, FMCSA conducted a pilot test of an untethered trailer tracking (UTT) system with the expanded functions 

specified in the congressional report. For this project, FMCSA worked in partnership with a review team comprised of governmental and industry participants 

for expert opinions and review for this project. 

The purpose of this pilot test was to test a UTT system that meets specific functional requirements and improves the safety and security of trailers and 

shipments at each phase of its movement. The UTT system included: near real-time trailer identification; accurate time of connection and disconnection 

activities; location and mapping of trailers; geo-fencing to identify a risk area or unscheduled trailer movement; remote sensing of a loaded or empty trailer;

and security of the cargo door.

The pilot test was conducted using three operational scenarios. Scenario 1 involved national truckload delivery of standard dry van deliveries. Scenario 2 

involved a national truckload delivery of high value retail clothing and electronics. Scenario 3 included the regional truckload of Class 1.1 – 1.6 Explosives.

Each scenario included 25 trailers, with various combinations of UTT system components installed on the trailers. Following a period of specification, systems 

design, and prototype testing, the UTT technologies were then installed and tested on the trailers over a 3-month period per scenario from October 2004 

through January 2005. Data from field testing, staged tests, and expert opinions were collected to determine the functionality of the UTT system and potential 

improvements in security, safety and efficiency through the use of the UTT system.

17. Key Word

Asset Tracking System; Commercial Motor Vehicles; Efficiency; Motor 

Carriers; Safety; Security; Tractor-Trailers; Untethered Trailer Tracking 

18. Distribution Statement 

19. Security Classif. (of this report) 

Unclassified 

20. Security Classif. (of this page) 

Unclassified 

21. No. of Pages 

121 

22. Price 

N/A 

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized.
SI* (MODERN METRIC) CONVERSION FACTORS

APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FR

Symbol When You Know Multiply By To Find Symbol Symbol When You Know Multiply By 

LENGTH LENGTH 

in inches 25.4 millimeters mm mm millimeters 0.039 inft feet 0.305 meters m m meters 3.28 feyd yards 0.914 meters m m meters 1.09 Yami miles 1.61 kilometers km km kilometers 0.621 m

AREA AREA 

in2 square inches 645.2 square millimeters mm2 mm2 square millimeters 0.0016 sqft2 square feet 0.093 square meters m2 m2 square meters 10.764 sqyd2 square yards 0.836 square meters m2 m2 square meters 1.195 sqac acres 0.405 hectares ha ha hectares 2.47 acmi2 square miles 2.59 square kilometers km2 km2 square kilometers 0.386 sq

VOLUME VOLUME 

fl oz fluid ounces 29.57 milliliters ml ml milliliters 0.034 flugal gallons 3.785 liters l l liters 0.264 gaft3 cubic feet 0.028 cubic meters m3 m3 cubic meters 35.71 cuyd3 cubic yards 0.765 cubic meters m3 m3 cubic meters 1.307 cu

MASS MASS 

oz ounces 28.35 grams g g grams 0.035 oulb pounds 0.454 kilograms kg kg kilograms 2.202 poT short tons (2000 lbs) 0.907 megagrams Mg Mg megagrams 1.103 sh

TEMPERATURE (exact) TEMPERATURE (exact) 

°F Fahrenheit 5(F-32)/9 Celsius °C °C Celsius 1.8 C + 32 

temperature or (F-32)/1.8 temperature temperature 

ILLUMINATION ILLUMINATION 

fc foot-candles 10.76 lux lx lx lux 0.0929 fl foot-Lamberts 3.426 candela/m2 cd/m2 cd/m2 candela/m2 0.2919 

FORCE and PRESSURE or STRESS FORCE and PRESSURE or STR

lbf pound-force 4.45 newtons N N newtons 0.225 psi pound-force 

per square inch 

6.89 kilopascals kPa kPa kilopascals 0.145 

*SI is the symbol for the International System of Units. Appropriate rounding should be made to comply with Section 4 of ASTM E380.
Acknowledgments 

The Untethered Trailer Tracking (UTT) System Pilot Test was administered by the Federal 

Motor Carrier Safety Administration’s (FMCSA) Technology Division. Managed by Ms. Amy 

Houser of FMCSA, the UTT System Pilot Test included multiple developmental and operational 

phases. The report was improved with input from government, public sector, and transportation 

industry professionals. FMCSA established a partnership with a review team comprised of 

participants from the Transportation Security Administration (TSA), Federal Highway 

Administration (FHWA), Maritime Administration (MARAD), Pipeline and Hazardous 

Materials Safety Administration (PHMSA), and Department of Defense (DOD). We would like 

to thank and recognize the support provided by the following individuals: 

Joe DeLorenzo, Federal Motor Carrier 

 Safety Administration 

Deborah Freund, Federal Motor Carrier 

 Safety Administration 

Doug McKelvey, Federal Motor Carrier 

 Safety Administration 

Mike Onder, Federal Highway 

 Administration 

Kate Hartman, Federal Highway 

 Administration 

Bill Aird, Maritime Administration 

Mario Harley, Department of Defense 

John Lambert, Pipeline and Hazardous 

 Materials Safety Administration 

Robbie Moss, Transportation Security 

 Administration 

Ken Troup, North River Consulting Group 

Mike Wolfe, North River Consulting 

Group 

In addition, an independent panel comprised of public and private sector stakeholders listed 

below were consulted for their expert opinions about the UTT system and explosive shipments. 

We appreciate the contributions of this group. 

Bruce Bugg, Georgia State Police 

Ken Carr, Florida State Police 

Rick Haas, ConocoPhillips 

Jami McClellan, Zurich North America 

Gary Putman, BP Marine Americas 

Marc Boyle, TF Boyle 

Chet Friday, Beneto Transport 

Tobin Kueper, Cyanco 

Chuck McHugh, Shell Chemical LP 

Ray Riley, Miller Transporters 

Finally, an expert panel comprised of stakeholders from Landstar, J.B. Hunt, GeoLogic 

Solutions, and Skybitz provided expert opinions and advice for this project. We appreciate the 

contributions of this group. 

Elaine Chaudoin, J.B. Hunt 

Jay Folladori, Landstar 

Tom Cuthbertson, GeoLogic Solutions, Inc. 

Sam Gill, Skybitz 
TABLE OF CONTENTS 

EXECUTIVE SUMMARY .......................................................................................................... 1 

1 INTRODUCTION................................................................................................................... 5 

1.1 Background........................................................................................................................ 5 

1.2 The Untethered Trailer Tracking System Pilot Test Purpose............................................ 6 

1.3 The Untethered Trailer Tracking Concept......................................................................... 7 

1.4 Untethered Trailer Tracking System Overview................................................................. 8 

2 TECHNOLOGIES................................................................................................................ 12 

2.1 Terrestrial Untethered Trailer Tracking System Terminal and Antennae....................... 12 

2.1.1 Ultrasonic Cargo Sensor ........................................................................................... 14 

2.1.2 Door Sensor .............................................................................................................. 15 

2.2 Tractor Power and Satellite Tracking System Interface.................................................. 16 

2.2.1 Tractor Mobile Communications Terminal .............................................................. 16 

2.3 Network Communications............................................................................................... 18 

2.3.1 Untethered Trailer Tracking Wireless Terrestrial Communications ........................ 18 

2.3.2 Tractor-Based Wireless Satellite Communications.................................................. 19 

2.3.3 Network Operations Centers..................................................................................... 19 

2.4 Customer Site Applications and/or Untethered Trailer Tracking System-Provided 

Hosted Web Applications................................................................................................ 20 

2.5 Untethered Trailer Tracking System Field Service Tool................................................. 21 

2.6 Untethered Trailer Tracking System Costs ..................................................................... 21 

3 SYSTEM DESIGN................................................................................................................ 23 

4 SCENARIOS ......................................................................................................................... 24 

4.1 Operational Environment ................................................................................................ 25 

4.1.1 Scenario 1: Truckload/Dry Van................................................................................ 25 

4.1.2 Scenario 2: Truckload/High Value ........................................................................... 25 

4.1.3 Scenario 3: Explosives/Hazardous Materials............................................................ 26 

4.2 Architecture by Scenario for the Pilot Test ..................................................................... 26 

4.3 Scenario 1: Truckload/Dry Van....................................................................................... 27 

4.3.1 Technologies Tested ................................................................................................. 27 

4.3.2 Functionality Tested.................................................................................................. 27 

4.3.3 Configuration ............................................................................................................ 28 

4.3.4 Logical Architecture and Operational Flow ............................................................. 29 

4.3.5 Daily Operations....................................................................................................... 30 

4.3.6 Alerts......................................................................................................................... 32 

4.3.7 Physical Architecture................................................................................................ 33 

4.4 Scenario 2: High Value.................................................................................................... 34 

4.4.1 Technologies Tested ................................................................................................. 34 

4.4.2 Functionality Tested.................................................................................................. 34 

4.4.3 Configuration ............................................................................................................ 35 
4.4.4 Logical Architecture and Operational Flow ............................................................. 37 

4.4.5 Daily Operations....................................................................................................... 37 

4.4.6 Alerts......................................................................................................................... 40 

4.4.7 Physical Architecture................................................................................................ 40 

4.5 Scenario 3: Explosives/Hazardous Materials.................................................................. 41 

4.5.1 Technologies Tested ................................................................................................. 41 

4.5.2 Functionality Tested.................................................................................................. 42 

4.5.3 Configuration ............................................................................................................ 42 

4.5.4 Logical Architecture and Operational Flow ............................................................. 44 

4.5.5 Daily Operations....................................................................................................... 45 

4.5.6 Alerts......................................................................................................................... 47 

4.5.7 Physical Architecture................................................................................................ 48 

5 PILOT TEST INFORMATION.......................................................................................... 50 

5.1 Overview ......................................................................................................................... 50 

5.2 General Test Procedures.................................................................................................. 50 

5.3 Data Collection Methods................................................................................................. 50 

5.4 System-Generated Status and Location Reports during Daily Operations...................... 51 

5.4.1 Cargo and Door Sensors........................................................................................... 51 

5.4.2 Location and Mapping of Trailers Functionality...................................................... 52 

5.4.3 Risk Area Geo-fencing ............................................................................................. 58 

5.4.4 Battery Life Performance.......................................................................................... 59 

5.5 On-Site Staged Tests ....................................................................................................... 59 

5.5.1 On-Site Staged Testing Process................................................................................ 59 

5.5.2 Staged Testing Results.............................................................................................. 61 

5.5.3 Manual Logs ............................................................................................................. 64 

6 IMPROVEMENTS TO SECURITY, SAFETY, AND EFFICIENCY ............................ 65 

6.1 Security............................................................................................................................ 65 

6.1.1 Ensure Cargo Integrity.............................................................................................. 66 

6.1.2 Reduce Cargo Pilferage ............................................................................................ 66 

6.1.3 Reduce Trailer Theft and Detect Unauthorized Trailer Movement/Usage............... 67 

6.2 Public Safety.................................................................................................................... 68 

6.2.1 Reduce the Risks of Crashes..................................................................................... 68 

6.3 Efficiency......................................................................................................................... 68 

6.3.1 Improve Trailer Utilization....................................................................................... 68 

6.3.2 Connect Trailer to Assigned Tractor......................................................................... 68 

6.3.3 Improve Visibility in Trailer Detention .................................................................... 69 

6.3.4 Improve Route Visibility by Motor Carrier.............................................................. 69 

6.3.5 Improve Driver Workload and Time Locating Trailers............................................ 70 

7 ACCEPTANCE OF THE UNTETHERED TRAILER TRACKING SYSTEM AND 

DEPLOYMENT ISSUES ..................................................................................................... 71 

7.1 Test Participant Interview Results................................................................................... 71 

7.2 Deployment Issues and Technical Performance.............................................................. 73 

7.3 Participant Recommendations for Improvements........................................................... 73 
8 CONCLUSION ..................................................................................................................... 75 

APPENDIX A: LIST OF ACRONYMS AND DEFINITIONS................................................ 76 

APPENDIX B: REFERENCES................................................................................................... 79 

APPENDIX C: UNTETHERED TRAILER TRACKING SYSTEM PILOT PROTOTYPE TEST 

CHECKLIST........................................................................................................................... 81 

APPENDIX D: UNTETHERED TRAILER TRACKING SYSTEM PILOT AUTOMATED 

DATA CAPTURE FORMAT............................................................................................... 104 

APPENDIX E: UNTETHERED TRAILER TRACKING SYSTEM PILOT SAMPLE MANUAL 

LOG DATA .......................................................................................................................... 107 

APPENDIX F: UNTETHERED TRAILER TRACKING SYSTEM PILOT ON-SITE TEST 

PARTICIPANT INTERVIEW GUIDE................................................................................ 109 
EXECUTIVE SUMMARY 

On September 11, 2001, a new era of security awareness emerged as a result of terrorist attacks 

on the United States. These attacks emphasized the critical importance of a secure national 

transportation system. The security of truck operations is a major component of this system. 

Reducing the vulnerability of truck operations is vital. Commercial motor vehicles are not only 

potential targets of attack, but they can also be used as a means of transferring destructive 

materials within the country and as weapons to attack other targets. 

The Federal Motor Carrier Safety Administration (FMCSA) has been investigating methods to 

improve carrier security, particularly in the area of hazardous materials security. The 

transportation of hazardous materials is the largest security risk area within the trucking industry, 

with more than 800,000 shipments of hazardous materials transported each day in the United 

States. In 2004, FMCSA completed a comprehensive Hazardous Materials Safety and Security 

Field Operational Test that included an element to test a basic untethered trailer tracking (UTT) 

system. This system provided trailer position and identification information to a dispatcher on a 

regular basis. 

The House of Representatives Report 107-722, Department of Transportation and Related 

Agencies Appropriations Bill, 2003, stated that further development of existing trailer tracking 

systems was essential: 

Truck trailers pose a significant potential security threat since they provide an 

easy means to transport dangerous cargos. In addition, the inability to track 

freight movements causes inefficiencies in the intermodal freight transportation 

system, increasing operating costs and congestion, and decreasing safety, 

economic competitiveness, and air quality. While commercially available 

technology can track a trailer when it is tethered to a cab, commercially available 

technologies are needed to track and control an untethered trailer. Within the 

funds provided for FMCSA's limitation on administrative expenses and high 

priority initiative program, the Committee has provided the funding to leverage 

existing technology and develop an untethered trailer tracking and control system 

that will provide real-time trailer identification, location, geo-fencing, 

unscheduled movement notification, door sensors, and alarms. 

As a result, FMCSA conducted a national pilot test of a UTT system with the expanded functions 

specified in the congressional report. For this project, FMCSA worked in partnership with a 

review team comprised of participants from the Transportation Security Administration (TSA), 

Federal Highway Administration (FHWA), Maritime Administration (MARAD), Pipeline and 

Hazardous Materials Safety Administration (PHMSA), and Department of Defense (DOD). 

Also, an expert panel comprised of stakeholders from Landstar, J.B. Hunt, Geologic Solutions, 

and Skybitz provided expert opinions and advice for this project. Another independent group of 

experts provided their opinions about security-related vulnerabilities of trailers containing 

shipments of explosives. 

1
In the United States, there are an estimated 2.5 to 3 million dry van trailers, yet UTT systems are 

installed on only about 2 percent of these trailers. Moreover, the trucking industry uses 

approximately three times as many trailers as tractors; therefore, loaded and empty trailers sitting 

unwatched can be subject to both theft and terrorism. Cargo and equipment can be stolen as an 

economic crime or used as a weapon of mass destruction (WMD). 

The lack of in-transit visibility has resulted in security risks and inefficient use of available 

trailers sitting unwatched and subject to both theft and terrorism. When a trailer is removed from

its dropped location and erroneously moved or parked, the trucking company typically conducts 

lengthy searches to locate it. Also, trucking companies may often subcontract to other trucking 

companies to haul certain loads for them, thereby losing trailer visibility at the switch.

Furthermore, shippers may not inform trucking companies when trailers are empty, which can 

cause an unnecessary delay in returning the trailer for productive use. 

The UTT system can reduce these vulnerabilities by addressing the potential threats of stolen 

trailers, which could be used to convey weapons of mass destruction and the theft of hazardous 

materials cargo, which could result in catastrophic releases. In addition, the UTT system can also 

address the threat of cargo sabotage – where cargo, such as food products could be contaminated. 

The increased visibility provided by the UTT system can also potentially deter and detect 

interception or diversion of tractor-trailers en route – where unauthorized personnel could gain 

access to trailers, cargo, and important information for illicit purposes. 

In addition to security benefits, the UTT system can improve operational efficiency. Trucking 

companies frequently buy excess trailers to ensure their availability for their most expensive 

assets – tractors. Due to a lack of manpower and adequate trailer storage facilities, these trailer 

stockpiles may be either inaccurately accessed or unknowingly disbursed at various locations. 

Trailer stockpiling also creates additional inefficiencies, such as constant inventory checks (yard 

checks), extra maintenance, extra parking space, erroneous pickups, and theft, which deplete the 

trucking company’s resources. These unnecessary costs can be significantly reduced through 

improved asset management using a UTT system. 

The purpose of this pilot test was to test a UTT system that meets specific functional 

requirements that could improve the safety and security of trailers and shipments at each phase 

of its movement – pick up, delivery, receipt, and storage. The UTT system included: 

• Near real-time trailer identification 

• Accurate time of connection and disconnection activities 

• Location and mapping of trailers 

• Geo-fencing to identify a risk area 

• Unscheduled movement notification 

• Remote sensing of a loaded or empty trailer 

• Cargo and door sensors 

• Alerts 

2
A systems engineering process was followed to test the UTT system. Interim reports were 

developed within each project phase and information from these interim reports is consolidated 

in this document. 

 

First, the concept of operations interim report defined the UTT system user environment by 

providing information about how each user interacts with the system and the user’s unique 

operational conditions. The concept of operations described three operational scenarios 

addressing different segments of the trucking industry: 

• The Truckload Scenario 1 involved a national truckload delivery of standard dry van 

deliveries. 

• The High Value Scenario 2 involved a national truckload delivery of high value retail 

clothing and electronics. 

• The Explosives/HAZMAT Scenario 3 included the regional truckload of Class 1.1 – 1.6 

Explosives. 

The primary focus of the three different scenarios was on deploying the systems in ways that 

optimized the safety, utilization, and security. Each scenario included 25 vehicles, with various 

combinations of UTT system components installed on the trailers. 

Next, the UTT system functional requirements report described the features and functions used 

to define the UTT system and its operational functionality. Additional input from key individuals 

and companies in the transportation industry was incorporated in the requirements with an 

emphasis on mapping the system requirements to the three scenarios. 

Then, the UTT system design interim report specified the physical and logical architecture of the 

UTT technology subsystems and defined the detailed interface requirements between the 

technology subsystems. The system design included a system specification; a subsystem design 

section that summarized the design architecture by technology and scenario; and a test 

specification section. 

Prior to the pilot test, the UTT system was installed on a prototype test vehicle to demonstrate 

the functionality of the technology components, data collection schemes, and procedures. The 

prototype test vehicle operated for 45 days to test all systems and data collection processes. A 

prototype test checklist was created to verify the operation of individual components of the UTT 

system. 

Following the prototype test, the pilot test plan was finalized for testing the combinations of 

technologies for the UTT systems in the three scenarios. The pilot test plan included the 

following major test elements: 

• Pre-Test Implementation: Activities performed prior to the installation, training of the 

pilot test participants, and problem reporting and tracking. 

• Test Scenarios: Detailed test conditions per scenario and technologies deployed in each 

scenario. 

3
• Test Procedures and Data Collection: Detailed description of the specific test activities 

and data collection. 

The UTT system pilot test was conducted from October 2004 through January 2005. During the 

pilot test, data was collected by: 

• Automatic technology data collection during operations in the field 

• Daily manual logs for recording baseline carrier operations 

• Interviews to determine participant perceptions of the technology 

• Automatic and documented data collection of staged events 

Nine on-site visits were also conducted during the test period. The purpose of these site visits 

with pilot test participants was to collect functional data. Qualitative participant user reactions

were collected throughout the test, capturing a wide range of user attitudes, perceptions, 

reactions, and recommendations gained through several months of exposure and usage of the 

UTT system. 

During daily operations and staged technology testing, the UTT system functioned with few 

recorded failures. In the area of security benefits, the testing showed that the UTT system has the 

potential to reduce inherent trailer and shipment vulnerabilities to theft by increasing current 

levels of cargo and equipment visibility. Also, use of the UTT system has the potential to 

improve operational efficiency through improved asset management. 

4
1 INTRODUCTION 

1.1 Background 

Following the terrorist events of September 11, 2001, both the Federal Motor Carrier Safety 

Administration (FMCSA) and the trucking industry have been working toward secure motor 

carrier operations, particularly in the area of hazardous materials transportation. Reducing the 

vulnerability of truck operations to acts of violence is vital, since trucks could be identified as 

potential targets of attack, utilized as a means of transferring destructive materials within the 

country, and used as weapons to attack other targets. 

In 2003, the House of Representatives Report 107-722, Department of Transportation and 

Related Agencies Appropriations Bill, 2003, stated: 

Truck trailers pose a significant potential security threat since they provide an 

easy means to transport dangerous cargos. In addition, the inability to track 

freight movements causes inefficiencies in the intermodal freight transportation 

system, increasing operating costs and congestion, and decreasing safety, 

economic competitiveness, and air quality. While commercially available 

technology can track a trailer when it is tethered to a cab, commercially available 

technologies are needed to track and control an untethered trailer. Within the 

funds provided for FMCSA's limitation on administrative expenses and high 

priority initiative program, the Committee has provided the funding to leverage 

existing technology and develop an untethered trailer tracking and control system 

that will provide real-time trailer identification, location, geo-fencing, 

unscheduled movement notification, door sensors, and alarms. 

As a result, FMCSA conducted a national pilot test to test a UTT system with the functions 

specified in the congressional report. For this project, FMCSA worked in partnership with a 

review team comprised of participants from the Transportation Security Administration (TSA), 

Federal Highway Administration (FHWA), Maritime Administration (MARAD), Pipeline and 

Hazardous Materials Safety Administration (PHMSA), and Department of Defense (DOD). 

Also, an expert panel comprised of stakeholders from Landstar, J.B. Hunt, Geologic Solutions, 

and Skybitz provided expert opinions and advice for this project. Another independent group of 

experts provided their opinions about security-related vulnerabilities of trailers containing 

shipments of explosives. 

Truck trailers are the primary freight delivery equipment asset in the transport of noncontainerized freight in the United States. In the trucking industry, the trailer to tractor ratio is in 

excess of 3:1, suggesting a trailer utilization rate between 30 and 35 percent. The lack of intransit visibility has resulted in security risks and inefficient use of available trailers sitting 

unwatched and subject to both theft and terrorism. When a trailer is removed from its dropped 

location and erroneously moved or parked, the trucking company typically conducts lengthy 

searches to locate it. Also, trucking companies may often subcontract to other trucking 

companies to haul certain loads for them, thereby losing trailer visibility at the switch.

Furthermore, shippers may not inform trucking companies when trailers are empty, causing an 

unnecessary delay in the return of the trailer for productive use. 

5
The UTT system can reduce these vulnerabilities by addressing the potential threats of stolen 

trailers, which could be used to convey weapons of mass destruction (WMD) and the theft of 

hazardous materials (HAZMAT) cargo, which could result in catastrophic releases. In addition, 

the UTT system can also address the threat of cargo sabotage, where cargo, such as food 

products, could be contaminated. The increased visibility provided by the UTT system can 

potentially deter and detect interception or diversion of tractor-trailers en route – where 

unauthorized personnel could gain access to trailers, cargo, and important information for illicit 

purposes. 

In addition to security benefits, use of the UTT system can improve operational efficiency. 

Trucking companies frequently buy excess trailers to ensure their availability for their most 

expensive assets – tractors. Due to a lack of manpower and adequate trailer storage facilities, 

these trailer stockpiles may be either inaccurately accessed or unknowingly disbursed at various 

locations. Trailer stockpiling also creates additional inefficiencies, such as constant inventory 

checks (yard checks), extra maintenance, extra parking space, erroneous pickups, and theft, 

which deplete the trucking company’s resources. These are unnecessary costs that can be 

significantly reduced through improved asset management by using a UTT system. 

Inadequate in-transit visibility of freight could also add to the inefficient use of our nation’s 

roadway infrastructure. This inefficiency is manifested by increased congestion and reduced air 

quality, which could lead to increased operational costs for the trucking and logistics industries. 

As a result, these increased operational costs further reduce our nation’s economic 

competitiveness. In particular, the lack of visibility of trailers results in inefficiencies due to 

inadequacies in scheduling; equipment shortages; the necessity for adding slack to the overall 

freight transportation timeline; and the need to add unnecessary empty miles to reposition 

equipment. 

1.2 The Untethered Trailer Tracking System Pilot Test Purpose 

The purpose of the UTT system pilot test was to test a UTT system that meets specific functional 

requirements and improves the safety and security of trailers and shipments at each phase of 

movement – pick up, delivery, receipt, and storage. As a result, FMCSA conducted a pilot test to 

develop generic voluntary requirements for a UTT system using as a model a proprietary system

that includes the specific capabilities defined in the House of Representatives Report 107-722,

and field test a system that meets these requirements. The FMCSA UTT System Pilot Test 

followed the FMCSA Hazardous Materials Safety and Security Field Operational Test1 and 

expanded the scope of testing UTT system technologies.2 

Working with three participating motor carriers, Science Applications International Corporation 

(SAIC) and QUALCOMM conducted the UTT system test. The QUALCOMM TrailerTRACS 

 

1 The collection of FMCSA reports that define the effort and provide evaluation results on the HAZMAT Safety and 

Security Field Operational Test can be accessed on FMCSA’s website at: 

http://www.fmcsa.dot.gov/safety-security/hazmat/fot/index.htm 2 The original HAZMAT FOT (trailer-tracking portion) focused on positioning and trailer connections and 

disconnections. The UTT Pilot Test added route monitoring, alarms, geo-fencing, and configurable cargo and door

sensors.

6
system was selected as the UTT system for the testing effort; however, the information about this 

system may be applicable to other UTT systems. 

1.3 The Untethered Trailer Tracking Concept 

Untethered trailer tracking is one solution that addresses the efficiency and security problems 

previously cited. This solution is comprised of a set of communications and computer 

technologies for tracking a trailer independent of a truck tractor. UTT systems require a power 

source and power management strategy for long periods of inactivity, since trailers are stored in 

terminals for periods of weeks or months. Typically, a UTT system uses satellite-tracking Global 

Positioning System (GPS) technology, supplemented by either satellite or cellular 

communications technologies. As shown in Figure 1, a variety of in-transit events can be 

monitored by the UTT system, thus providing a means to integrate the trailer assets into a 

trucking company’s overall logistics management system. 

Figure 1: Trailer-Tracking System Chain of Events 

There are an estimated 2.5 to 3 million dry van trailers in the United States today; however, only 

about 2 percent have UTT systems. The deployment of UTT technologies is expected to increase 

significantly in the near future, since several UTT systems are currently in the marketplace. 

Some of these UTT systems include: 

• QUALCOMM’s TrailerTRACS 

• General Electric’s VeriWise 

• GeoLogic Solution’s TrailerMax 

• Terion’s FleetView 3 Trailer Management System 

• SkyBitz’s Global Location System 

7
• TransCore’s GlobalWave 

• Teletouch Communication’s VisionTrax 

• AirlQ’s Refrigerated Trailer Tracking Solution 

Mr. Sam Gill, an industry consultant who has followed the evolution of vehicle tracking closely, 

stated that 2005 “could be a banner year . . . Trailers are the last frontier of asset management in 

the trucking industry.”3

1.4 Untethered Trailer Tracking System Overview

A UTT system generates trailer position information with every message and status report, which 

is provided to a dispatcher’s computer. The untethered trailer positioning information is collected 

through various sensor devices that monitor the trailer to which they are attached. Position 

information can be user-configured to be generated and sent at predetermined time intervals, and 

it can also be generated and sent upon demand from the dispatcher’s computer. The position 

reporting frequency is configurable, and the UTT terminal has a store and forward capability. 

The UTT System Pilot Test involved the following requirements: 

• Near real-time trailer identification 

• Accurate time of connection and disconnection activities when used with a tractor-based 

communications system 

• Location and mapping of trailers 

• Geo-fencing to identify a risk area 

• Unscheduled movement notification 

• Remote sensing of a loaded or empty trailer 

• Cargo and door sensors 

• Alerts 

To address these requirements, specific technologies and/or processes were integrated into the 

UTT system. Table 1 provides a mapping of these functional requirements and the associated 

technologies/processes. 

 

3 Strah, Thomas, “Tracking the Trailer,” Transport Topics, I-Tech Supplement, February 21, 2005. 

8
Table 1: Mapping of Requirements to Technologies/Processes 

No. Requirement

Wireless Satellite In-Cab

Communication System 

Wireless U

TT System 

Connection/Disconnection 

Functionality 

Trailer Cargo Sensor 

Trailer Door Sensor 

UTT Remote Geo-Fencing 

Mapping Application 

(TrailerTRACS/Web) 

Third-Party Integration 

 Host Application 

1 Near real-time trailer 

identification

X X X X

2 Accurate time of connection and 

disconnection activities X X X X

3 Location and mapping of trailers X X X

4 Geo-fencing to identify a risk

area 

X X

5 Unscheduled movement

notification X X

6 Remote sensing of a loaded or

empty trailer X X

7 Door sensors X X

8 Alarms4 X X X X

Whether or not a trailer is untethered or tethered to a tractor with or without a tractor-based 

mobile communications system, the trailer-based UTT system allows a trucking company to 

track a trailer’s location, status, and cargo by providing the trailer’s position. The trailer’s 

position can be configured to be reported to a trucking company as often as every 2 minutes; 

however, as the frequency of the positioning report is increased, messaging costs increase. As a 

result, while en route, a tractor-trailer with a mobile communications system on the tractor 

typically utilizes that system for positioning information at a more cost effective rate, such as one 

position per hour. When the tractor-based mobile communications system is not working or 

available, the UTT system can track the tractor-trailer en route with more frequent updates of 

positions. The UTT system is a critical stand-alone location tracking system for untethered 

trailers. 

 

4 For the purposes of this Final Report and to maintain consistency with the UTT system TrailerTRACS Web 

application, the term “alert” is used in place of “alarm”. The only exception is where “alarm” is used in Table 1 to 

directly map to the House of Representatives Report 107-22, which designates that an untethered trailer tracking and 

control system will provide “...unscheduled movement notification, door sensors, and alarms.”. 

9
One functionality tested in the pilot test was to capture connection and disconnection events and 

transmit notifications via the UTT system cellular communications to dispatchers. The event 

notifications provide details of the connection and disconnection event, including position, time, 

status, and identification data to a cellular network. This functionality was enabled through the 

use of a satellite-based mobile communications system on the tractor for the trailer connection 

and disconnection event only. 

The UTT system may also be configured to establish geo-fence boundaries around individual 

UTT system terminals that transmit event notifications to dispatchers if the trailer violates the 

geo-fence. A geo-fence is an electronic boundary that a user can create to monitor trailer location 

and movement. Geo-fences may be created, viewed, and edited visually on a web-based 

interactive map. For example, a user could locate a trailer on a map and draw a geo-fence around 

the trailer position by clicking and dragging a mouse. The geo-fence may be assigned to a trailer 

or to groups of trailers. Geo-fences may also be removed or deactivated for trailers or groups of 

trailers at any time. 

Once the geo-fence is set and configured to provide an alert, the UTT system will send a 

notification to the user if the trailer crosses the geo-fence boundary. The UTT system will send 

an alert when a trailer exits or enters the boundary through an email or pager notification. Since 

the UTT system provides a trailer specific geo-fencing capability, it is unaffected by separate 

geo-fences of nearby trailers. 

 

The UTT system also provides an on-board geo-fence with event-driven exception reporting. 

Exception-driven reporting will allow the UTT system to monitor trailer position and check for 

geo-fence breaks frequently, but only send a message if a geo-fence break is detected. Frequent 

checking for geo-fence breaks without sending frequent messages lowers messaging costs and 

increases battery life. 

 

As a part of the UTT system, an ultrasonic cargo sensor detects the presence of cargo in the 

trailer by indicating if the trailer is unloaded or loaded. A cargo event is defined as the transition 

from completely unloaded to partially or completely loaded or vice-versa. The UTT system

terminal wakes up to check the cargo status at a predefined frequency. Utilizing event-driven 

exception reporting, a status message is sent only when the cargo status changes. 

As another part of the UTT system, a magnetic door sensor monitors for an open or closed door 

event on the trailer. A door event is defined as the transition from open to closed or from closed 

to open. The trailer door sensor can work in conjunction with the cargo sensor, so that only those 

door state changes that might affect cargo are sent to the user. For example, it is possible to 

configure the system to send door open events if there is cargo in the trailer and to ignore door 

open events if the trailer is empty. For the pilot test, only trailers with a single set of doors were 

monitored, and a door opening alert was sent when the trailer was loaded. 

 

An overview of these technologies is shown in Figure 2 and described in Section 2. 

10
Figure 2: UTT System Concept 

11
2 TECHNOLOGIES 

The UTT system pilot test included a variety of technologies consisting of hardware, software, 

and network subsystems. This section provides descriptions of these technologies. 

2.1 Terrestrial Untethered Trailer Tracking System Terminal and Antennae 

The TrailerTRACS UTT system provides trailer identification and position information to the 

carrier on a regular basis. During the pilot test, a UTT system terminal device was installed on all 

trailers (see Figure 3). This terminal contains a code division multiple access (CDMA) digital 

third generation wireless (3G) cellular modem module with the following tri-mode capability: 

1. CDMA 3G digital service 

2. Roaming digital service using asynchronous data over CDMA 

3. Analog cellular service 

The main benefit of using a tri-mode capability is to increase the terrestrial coverage area. 

Although service to Mexico and Canada is possible, access is dependent on the availability of 

cellular service in these areas. 

Figure 3: TrailerTRACS UTT System Terminal

Trailer identification is established via position reports sent from the UTT terminal on the trailer. 

The UTT terminal monitors the GPS for its location, checks other on-board sensors (cargo, door 

or auxiliary), and sends this information over the air (OTA). Trailer position is established via 

the GPS. The terminal is user-configurable to wake-up to check for positions at customer-defined 

12
intervals. Once the position has been established, the coordinates are reported to the user at 

predetermined intervals. The latitude/longitude is provided so the motor carrier personnel can 

view the position on a map with reference to highways, streets, intersections, or customerdefined landmarks.

The information presented to the user includes the trailer ID and trailer type as well as the 

customer Standard Carrier Alpha Code (SCAC). The user can view the host software to find the 

latest trailer location and status on a map. Location is displayed relative to predefined landmarks 

or street or highway intersections. If the latest scheduled report is not sufficiently current, the 

user can request an update from the terminal. The request will be answered immediately if the 

terminal is awake; otherwise, the request will be queued until the next scheduled wake-up time. 

Vehicle position information is generated with every message. Position information can be 

generated upon demand from the dispatch computer, and position reporting frequency is 

configurable. The UTT terminal has a store and forward capability. 

Using this UTT system, the carrier defines the trailer-based geo-fence area to be monitored and 

alert configurations using the TrailerTRACS/Web application. The configurations are sent OTA 

from the carrier’s site to be stored on the UTT terminal. Unscheduled trailer movement 

notification (trailer-based geo-fencing) and position monitoring capabilities allow the user to 

define a monitoring area. The trailer terminal also provides remote sensing of the trailer cargo 

and door status throughout all phases of operation in combination with the cargo and door 

sensors. 

The TrailerTRACS UTT system contains a battery pack and charging circuitry. When the trailer 

is disconnected from a tractor, the UTT system’s rechargeable battery provides power for at least 

30 days, assuming the user-defined configurations are set to their defaults. Battery recharging 

occurs when the trailer is connected to a tractor with the ignition turned on. Power is supplied to 

the UTT terminal via pin 7 on the J560 7-way connector that supplies power to the trailer. This 

same connection provides a communication path between the UTT terminal and the satellite 

tracking system on the tractor for the trailer connection and disconnection functionality. The 

UTT system’s battery is fully rechargeable in 6 hours or less when connected to a typical 12-volt 

tractor power supply system and the ignition is turned on. The UTT terminal has the capability to 

inform the customer when the battery requires recharging or replacement, and the date the 

battery was last replaced.

The UTT system includes a stealth antenna to provide communications through its 800/1900 

MHz cellular antenna and positions from a GPS antenna, shown in Figure 4. The UTT system’s 

antenna was designed for installation on a metal or fiberglass-roofed trailer without drilling or

cutting into the roof. Overall antennae height is 1 inch or less. 

13
Figure 4: UTT System Antenna 

2.1.1 Ultrasonic Cargo Sensor 

As shown in Figure 5, an ultrasonic cargo sensor (cargo sensor) detects the presence of cargo in 

the trailer. A cargo event is defined as the transition from “empty” to “not empty” status, or from

“not empty” to “empty” status. Cargo status checks are set at predetermined configured times, 

but messages are only sent OTA to indicate when the cargo status state changes from “empty” to 

“not empty” or visa versa. The terminal wakes up to check the cargo status at a predefined 

frequency, and depending on user-defined settings, may or may not send a message with that 

information. 

Figure 5: Ultrasonic Cargo Sensor 

An erroneous detection could occur if, for example, a person walks into the trailer at the moment 

the sensor is taking a cargo status reading. In this case, assuming the person exits the trailer, a 

second status check would show the true unloaded state of the trailer. Cargo events are validated 

14
to decrease the probability of erroneous state detections. To validate the cargo events, the cargo 

sensor performs a recheck at predefined intervals, and will repeat the rechecks for a predefined 

number of times. All of the recheck readings need to be the same before the new cargo state is 

sent in a message to the carrier.

During the pilot test, the cargo status was configured to be checked every 30 minutes, and a 

status change message was sent to the dispatcher following the detected status change, plus one 

5-minute check/validation to prevent false positive messages. The alert notification for the cargo 

status change includes the event time, event location, and cargo status. The cargo sensor senses 

cargo in excess of 2' x 2' x 2' placed anywhere in the trailer 20 feet aft of the nose wall. The 

cargo sensor does not detect the presence of a pallet or load that is not within 20 feet of the trailer 

nose wall. 

During the pilot test, the majority of truckload cargo was loaded starting from the nose of the 

trailer, which allowed the cargo sensor to sense the “not empty” event in a timely manner and to 

delay sensing until all cargo was removed. The UTT terminal woke up at a predefined frequency 

(30-minute default) to the check cargo status. However, the cargo event can be configurable to 

be sent immediately upon validation, saved and sent with the next planned status message, or 

disabled. 

Figure 6: Door Sensor 

2.1.2 Door Sensor 

As shown in Figure 6, the magnetic trailer door sensor monitors whether a trailer door is opened 

and/or closed. A door event is defined as the transition from opened to closed or from closed to 

open for a predefined period of time. The door sensor default setting is configured to send door 

opening events only if the cargo sensor sensed a loaded trailer; however, this setting is

configurable where door opening events can be sent without regard to cargo status. 

15
Door events can be configured to be sent immediately upon validation, saved and sent with the 

next planned status message, or disabled. The validation process involves configurable cargo 

rechecks by the system where a message is generated and sent following the predetermined 

number of status checks. 

During the pilot test, the door sensor was configured to trigger an event if the door event went 

from closed to open and remained open for a configurable time ranging from 5 seconds to 60 

minutes. 

2.2 Tractor Power and Satellite Tracking System Interface 

The tractor power and satellite tracking system interface includes the electrical and mechanical 

connections between the UTT terminal and the trailer. The connector is a standard 7-way plug (7 

pin) that the driver hitches up to the trailer from the tractor to supply power to the trailer lights. 

This connection enables the UTT terminal to draw power from the tractor battery when 

connected. When disconnected from the tractor, the UTT terminal draws power from the UTT 

system’s rechargeable battery in the trailer. The connector also provides a communication path 

between the UTT terminal and the satellite-based mobile communications tracking system on the 

tractor for trailer connection and disconnection functionality. 

When the UTT system-equipped trailer interfaced with a tractor equipped with the satellite-based 

mobile communications tracking system for this pilot test, the UTT terminal provided connection 

and disconnection information to the carrier’s on-site personnel. The cross-carrier visibility 

information includes: trailer owner’s Trailer Identification (ID), Trailer Name, and Auxiliary 

(Aux) ID; and the tractor owner’s Tractor ID, Tractor Name, and Aux ID. 

The tractor-based mobile communications system is not considered an integral part of a UTT 

system; however, it is required for the QUALCOMM UTT system to provide disconnection and 

connection information. Other UTT systems on the market may not require both tractor and 

trailer based mobile communications systems for the connection and disconnection notification 

capability. 

2.2.1 Tractor Mobile Communications Terminal 

In combination with the UTT system, tractors were equipped with the OmniTRACS wireless 

satellite-based mobile communications systems to provide trailer connection and disconnection 

events and some messaging capabilities in the pilot test. Both systems integrated with the GPS 

were required for the connection and disconnection functionality in the pilot test. Through these 

systems’ terminals, the carrier receives event and alert notifications for trailer connection and 

disconnection events. In addition, these systems’ terminals also provide position updates. When 

the tractor is tethered to the trailer, the trailer identification is sent to the tractor terminal via the 

7-way connector interface. 

There is direct communication between the UTT terminal and the tractor terminal when the 

connection and disconnection feature is enabled and configured. A configuration is needed on 

both the UTT and tractor terminals. The UTT terminal is configured to post its terminal ID 

(unified address) onto pin 7 when it detects power. The tractor terminal is configured to look for 

the trailer ID when the tractor is connected to the trailer’s 7-way connector interface. When the 

16
tractor terminal detects a connection, it displays the UTT system ID on the driver’s display and 

sends a connection or disconnection message OTA. The UTT system’s TrailerTRACS/Web 

application displays the connection or disconnection message, UTT system ID, and UTT system 

name (stenciled trailer name). 

The tractor mobile communications system works in conjunction with the motor carrier’s 

dispatch systems, which provide the status for connection and disconnection detection. The 

tractor mobile communications system also provides tractor position updates and tractor-trailer 

position updates when the tractor is tethered to the trailer. These tractor and/or tractor-trailer 

positions are automatically displayed to the dispatcher at a regular frequency for viewing the 

tractor’s location on a map through a web-based application. Position information includes the 

latitude, longitude, and time stamp, which allows the dispatcher to track the tractor or tractortrailer combination and view the position history of its location at a particular time during the 

route. The system includes a driver interface unit for two-way text communications. 

As shown in Figure 7, the OmniTRACS wireless satellite-based mobile communications system

features include: 

• Direct two-way data communication between the driver and the carrier with a driver

interface unit for two-way text communications; free form, macro (formatted text

messages), or binary messages (converted to binary form) 

• Position of the tractor and time and date of the transmitted message 

• Integration to third-party devices on the tractor and carrier site 

• Integration to the carrier’s back-office systems 

Other than the trailer connection and disconnection functionality, the aforementioned features of 

the OmniTRACS system were not tested in the pilot test for the UTT system. 

Figure 7: Tractor Mobile Communications Terminal 

17
2.3 Network Communications 

2.3.1 Untethered Trailer Tracking Wireless Terrestrial Communications 

During the pilot test, the UTT system terrestrial communications links were provided over 

commercial carrier networks in the following frequencies: 800-MHz Amps, 800-MHz CDMA, 

and 1900-MHz CDMA. As shown in Figure 8, the UTT terminal utilized this terrestrial 

communications link for communicating with the fleet management center: 

• The trailer terminal wakes-up at a pre-set time to send a message to the carrier. The 

terminal generates the message on the trailer terminal and retrieves a new GPS position. 

• The trailer terminal sends the message to the terrestrial network. 

• The terrestrial network sends the message to the Network Operations Center (NOC). 

• The NOC sends the message to the UTT system (TrailerTRACS) web server. 

• The message is displayed on the UTT system (TrailerTRACS) web browser.

If the UTT system’s terminal is out of coverage for any reason, it is designed to maintain its 

messages. When cellular service is returned to the UTT terminal, it will forward the stored 

messages. The terminal has a buffer size to store 30 days of data.

Figure 8: TrailerTRACS UTT System Wireless Terrestrial Communications 

18
2.3.2 Tractor-Based Wireless Satellite Communications 

For the pilot test, the satellite communications link was provided over a private Ku-band satellite 

for the tractor-based mobile communications and tracking system. Information was sent from the 

customer fleet management center to the Network Operations Center (NOC) via the internet. As 

shown in Figure 9, the information was transmitted to the communications satellite and down to 

the tractor’s wireless satellite mobile communications terminal. The messaging from the tractor 

returned to the customer fleet management center in the opposite direction. During the pilot test, 

only the trailer connections and disconnections were tested in conjunction with the UTT system. 

Figure 9: Wireless Satellite Communications

2.3.3 Network Operations Centers 

For the pilot test, all messages and positions from the terrestrial and satellite communications 

were routed through the QUALCOMM NOC (Figure 10) in San Diego, CA, with a back-up 

NOC located in Las Vegas, NV. NOC and technical hotline support is operated 24 hours/7 days 

a week. 

19
Figure 10: Network Operations Center

2.4 Customer Site Applications and/or Untethered Trailer Tracking System-Provided

Hosted Web Applications 

The UTT terminal uses TrailerTRACS/Web or TrailerTRACS/Green Screen (GS) as the carrier’s 

site application to interface to the UTT system. The carrier can choose between a web-based 

application and a character-based green screen. In the pilot test, the web application was used at 

each carrier location. 

The TrailerTRACS/Web application provides continuous position reports, a positive tractortrailer ID with every trailer connection and disconnection, and sensor alerts regarding door and 

cargo status. The TrailerTRACS/Web application also provides the trailer-based geo-fencing 

capability. 

As shown in Figure 11, the software provides a map interface with street-level maps for the 

United States, Canada, and Mexico. Additional mapping information included cargo event 

locations, door event locations, and historical positions on maps. 

20
Figure 11: Web Host Interface 

2.5 Untethered Trailer Tracking System Field Service Tool 

The UTT system field service tool is a field support application that was hosted on portable data 

assistants (PDAs) and interfaced with the UTT terminal. During the installation of the UTT 

system for the pilot test, the tool was used by installers and mechanics to configure and verify the 

correct terminal installation. Following the installation, the tool was used for diagnostic 

functions. The tool provided a method to configure and verify that all interfaces and auxiliary 

hardware functioned properly, including the door sensor, cargo sensor, and user-configurable 

inputs and outputs (customer number, trailer number). The tool also was used to verify that the 

UTT terminal communicated with the NOC; show the rechargeable battery’s voltage; display the 

received signal strength indication (RSSI); verify correct functioning of the GPS antenna; and 

display the UTT system’s serial number. 

In addition, a battery-powered, read-only diagnostic tool was used to check the health and status 

of the UTT terminal via the 7-way connector interface. 

2.6 Untethered Trailer Tracking System Costs 

As configured for this pilot test, Table 2 shows the UTT system costs per trailer. These costs 

represent only the trailer-based technology and not the cost of the tractor-based tracking and 

communications capabilities. 

21
Table 2: UTT System Costs per Trailer 

Set-Up Items Costs Per Trailer 

UTT System terminal, assembly, and battery $600

Sensors-cargo ($75) and door ($75) $75 to $150

Mounting hardware $80 

Installation costs $300

Total Initial UTT System Costs $1,055 to $1,130

The satellite communications terminal for the tractor, antenna, communications

unit, and keyboard. (NOTE: This satellite-based mobile communications system

on the tractor is needed for the tractor-trailer connection and disconnection 

information.) 

$2,000

Monthly Service Fees 

Message fees and service agreement $12 

Approximate installation times for the UTT system are listed below: 

• UTT system terminal (no sensors): 2 hours 

• UTT system terminal with cargo sensor: 2 hours and 15 minutes 

• UTT system terminal with door sensor: 4 hours 

• UTT system terminal with door and cargo sensors: 4 hours 

• Antennas: 1 hour and 45 minutes 

Battery replacement cost is approximately $30, plus 1 hour and 30 minutes for installation. 

22
3 SYSTEM DESIGN 

The UTT system design includes the field service tool, mobile, network, hub, and host segments 

shown in Figure 12. The UTT system design involves near real-time trailer locations via 

terrestrial communications and visibility into the trailer events and alerts.

• The Field Service Tool Segment is a software package that operates on a handheld 

computer. This segment communicates with the trailer terminal for configuration and 

diagnostic purposes. 

• The Mobile Segment interfaces with the equipment being tracked. This segment consists 

of the trailer terminal and the tractor terminal. 

• The Network Segment provides a communications link to the mobile segment. This 

segment consists of the wireless and landline network equipment, the satellite network 

for tractor terminal, and the CDMA digital wireless gateway. 

• The Hub Segment stores and forwards communications between the mobile terminals 

and the customer, billing, and account maintenance. The hub consists of the Network 

Operations Center. 

• The Host Segment consists of the customer interface for trailer terminal and long-term 

data storage for the customer. A third-party interface can be included in the host segment. 

Figure 12: UTT System Design Summary 

23
4 SCENARIOS 

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. 

Table 3: Scenario Development 

Scenario Description UTT System Components 

1 Truckload/Dry Van

• Wireless satellite communication

• UTT mobile terminal 

• Trailer cargo sensor 

• UTT web application/mapping

• Geo-fencing 

2 High Value

• Wireless satellite communication

• UTT mobile terminal 

• Trailer cargo sensor 

• Trailer door sensor

• UTT web application/mapping

• Geo-fencing 

3 Explosives/HAZMAT

• Wireless satellite communications

• UTT mobile terminal 

• Trailer cargo sensor 

• Trailer door sensor

• UTT web application/mapping

• Geo-fencing 

24
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 

25
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. 

26
• 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. 

4.3 Scenario 1: Truckload/Dry Van 

4.3.1 Technologies Tested 

The following technologies were tested in this scenario: 

UTT System

• Terrestrial UTT terminal 

• Ultrasonic cargo sensor 

• Cellular and GPS stealth-mounted antennas 

• Tractor power connection 

Tractor Mobile Communications System

• Satellite mobile communications terminal 

Host

• Tractor system host application 

• Trailer-tracking host application with geo-fencing capabilities associated with the trailer 

4.3.2 Functionality Tested 

The following functions were tested in this scenario: 

Trailer Location

• Find empty versus loaded trailers 

• Find a specific trailer or all trailers at a specific customer site

• Monitor “unauthorized” usage of trailers by customer 

Tractor Assignment

• Assign the tractor to a specific trailer 

• Send a message to a driver with trailer pickup location 

27
• Verify the trailer is authorized for shipping 

• Monitor the load status of the trailer to ensure it is consistent with the participant’s 

manifest 

Connection and Disconnection Monitoring

• Verify that the driver connects the correct tractor to the correct trailer (empty or loaded) 

• Verify that drops are at authorized locations

• Monitor for unauthorized drops 

Tracking of Trailer

• Monitor the route of the trip with hourly tractor positions and daily trailer positions 

• Monitor route deviations manually 

• Monitor risk areas with geo-fencing 

4.3.3 Configuration 

The configurations for Scenario 1 are presented in Table 4. For this scenario, the UTT system

sent a status report every 24 hours. The status report included two key pieces of information: the 

trailer’s current location and the cargo status. 

Table 4: Scenario 1 – Trailer Terminal Configuration 

Parameter Value 

Position reporting interval Once per day 

Preset wake interval 2 hours 

Trailer ID, Type, Standard Carrier

Alpha Code (SCAC) 

User-defined

Connections and disconnections Enable

Cargo check interval 30 minutes 

Cargo-event messaging Send immediately

Cargo validation interval 10 minutes 

Cargo validation rechecks 3 

Geo-fence messaging Send immediately 

Geo-fence check interval 1 hour

Geo-fence size User-defined

Geo-fence center position User-defined

28
There are two types of configurable intervals: wake-up and validation. Wake-up intervals are 

defined as an interval that the UTT system wakes up and checks for a variety of events. 

 

• Preset Wake-up. The UTT system wakes up to check whether there are any new 

incoming messages to process. For this scenario, this interval was set to every 2 hours. 

• Cargo Check. The UTT system wakes up to check if the cargo status has changed. For 

this scenario, this interval was set to every 30 minutes. 

• Geo-fence Check. The UTT system wakes up to check whether a geo-fence has been

breached. For this scenario, this interval was set to every hour. 

Validation intervals are defined as an interval that the UTT system uses to ensure that a state 

change has actually occurred. 

 

• Cargo Validation Interval. If a cargo reading indicates that a state is not the same as the 

previous state, the UTT system will perform a recheck after waiting the pre-defined 

interval. This is done to minimize false positive state changes. For this scenario, the predefined interval was set to 10 minutes. 

• Cargo Validation Rechecks. If a cargo reading indicates that a state is not the same as 

the previous state, the recheck may be configured to repeat a number of times before 

sending a message about the state change. For this scenario, the recheck was set to three 

times. 

For this scenario, the UTT system checked on the cargo status every 30 minutes and, following 

the initial status check, did three validation rechecks every 10 minutes. The rechecks only occur 

when the initial status check indicates that a change of state has occurred.

The UTT system also provides an on-board geo-fence with event-driven exception reporting. In 

this scenario, exception-driven reporting allowed the UTT system to monitor trailer position and 

check for geo-fence breaks every hour, but sent a message only if a geo-fence break was 

detected. Frequent checking for geo-fence breaks without sending frequent messages lowers 

messaging costs and increases battery life. 

Connection and disconnection information does not include validation intervals. When the 

tractor-based mobile communications system detects a trailer connection or disconnection, it 

sends a message via the 7-way connector interface to the NOC. The NOC then forwards the 

event to the UTT system’s TrailerTRACS web application, alerting the dispatcher of the 

connection or disconnection. For disconnections, an alert is generated. The dispatcher uses the 

TrailerTRACS web application to determine if the disconnection was at a valid location, as well 

as to determine if the cargo status is “not empty” for the applicable trailer. 

4.3.4 Logical Architecture and Operational Flow

The architecture and operational flow of information between technologies used in Scenario 1 

are shown in Figure 13. 

29
Figure 13: Scenario 1 – Logical Architecture and Operational Flow

4.3.5 Daily Operations 

This section describes the daily operational procedures that the participants were asked to 

perform as part of the pilot test. 

Daily Operational Procedures

The dispatcher logs onto the UTT system host application in preparation for dispatching drivers 

to pick up trailers and loads. 

Finding Trailer(s) 

1. The dispatcher clicks on the “Find Trailer” tab to search for data: 

a. Specific trailer location 

b. Trailers based on cargo status (empty/full) 

c. Trailers near a specific landmark 

d. All trailers 

Assigning Trailer(s) 

1. The dispatcher assigns a driver to a trailer pickup by creating a load assignment/pickup 

macro instructing the driver where to pickup the next trailer and load. 

30
2. The satellite-based mobile communications messaging system is used to send the 

message to the driver. 

Connecting Trailer(s)

The driver arrives at a trailer pickup location and the tractor is attached to the assigned trailer: 

1. The satellite-based mobile communications terminal detects the connection via the 7-way 

connector interface to the UTT terminal connected to the tractor. 

2. The satellite-based mobile communications terminal sends a connection message to the 

NOC. 

3. The NOC forwards the event to the UTT system host application, alerting the dispatcher 

of the trailer connection event. 

4. The dispatcher verifies that the trailer is connected to the assigned tractor. 

Monitoring Trailer(s) En Route 

When ready to depart for the destination, the driver sends a “departing macro” to the dispatcher 

via the satellite-based mobile communications satellite system. 

Two mechanisms exist for monitoring the trailer while it is en route:

1. Trailer positioning (default position interval is one position per day): 

a. If the trailer is pulled by a tractor not equipped with a satellite-based mobile 

communications terminal or the satellite-based mobile communications terminal 

is not functioning, the dispatcher monitors the trailer’s location using the UTT 

system via the UTT system host application. 

b. The dispatcher modifies the trailer terminal’s positioning frequency to be more 

frequent than the default (e.g., once per hour or once every 6 hours) while en 

route. 

i. The dispatcher enters the setup configuration for a specific trailer to 

select the positioning frequency parameter. 

ii. The UTT system host application creates a message and sends it to the 

trailer terminal via the NOC and terrestrial network. 

2. Tractor positioning: 

a. If the trailer is being pulled by a tractor equipped with a functioning satellitebased mobile communications terminal, the dispatcher monitors the trailer’s 

location using the satellite-based mobile communications system via the host 

application. 

b. The default positioning frequency is once per hour. If the dispatcher needs more 

frequent positioning, the Mobile Initiated Position Report (MIPR) parameter is 

modified on the tractor terminal. 

31
Detecting and Disconnecting Trailer(s) 

The driver arrives at the destination and disconnects the trailer from the tractor at the designated 

location: 

1. The satellite-based mobile communications terminal detects that the UTT terminal is no 

longer connected and sends a disconnection message to the NOC. 

2. The NOC forwards the disconnection event to the UTT system host application and alerts 

the dispatcher regarding the trailer disconnection event. 

3. The dispatcher verifies that the trailer has been disconnected in an authorized drop 

location. 

Geo-fencing Disconnected Trailer(s) 

When the dispatcher receives an alert that a non-empty trailer has been dropped at an authorized 

location, the dispatcher creates a geo-fence to surround the disconnected trailer: 

 

1. The dispatcher uses the UTT system host application to create or edit a geo-fence. 

2. The dispatcher selects the center point for the geo-fence (self-centered, landmark, or 

latitude/longitude), the east/west and north/south lengths, the geo-fence start/stop time, 

the enable geo-fence flag, the geo-fence wake-up interval, and the type of geo-fence 

(exit/enter).

3. The UTT system host application generates a message with the updated information and 

sends it to the trailer terminal via the NOC and the terrestrial network to the trailer 

terminal. 

4. An “electronic fence” is set around the trailer, which is monitored by the UTT terminal, 

based on its configuration. 

5. Using the UTT system host application, the dispatcher has the option to view the geofence on a map. 

4.3.6 Alerts 

The following security alert was featured in this scenario: 

• Trailer disconnection with a not empty load 

• Untethered trailer leaves or enters a geo-fenced area 

Disconnection with a “Not Empty” Load Alert

The driver disconnects the trailer in the consignee’s yard with a load that is awaiting offload: 

1. The tractor terminal sends a disconnection message as described in the “Trailer arrives at 

destination” steps above. 

32
2. The UTT system host application receives a disconnection message and generates an alert 

to the dispatcher. 

3. The dispatcher uses the trailer-tracking host application to determine if the cargo status is 

“not empty” on the applicable trailer.

Untethered Trailer Geo-fence Alert

1. The driver disconnects the trailer in the consignee’s yard and sets a valid geo-fence. 

2. The trailer terminal wakes up based on the customer configurable setting – every hour – 

to determine if a geo-fence violation has occurred. 

3. If the trailer has left the geo-fenced area, the trailer terminal sends a geo-fence violation 

alert to the dispatcher. 

4.3.7 Physical Architecture 

The physical architecture for Scenario 1 is shown in Figure 14. 

HTTP

Frame Re al y

HTTP

Figure 14: Scenario 1 – Physical Architecture 

33
4.4 Scenario 2: High Value 

4.4.1 Technologies Tested 

The following technologies were tested in scenario 2: 

UTT System

• Terrestrial UTT terminal 

• Ultrasonic cargo sensor 

• Magnetic door sensor 

• Cellular and GPS stealth-mounted antennas 

• Tractor power connection 

Tractor Mobile Communications System 

• Satellite mobile communications tractor terminal 

Host

• Tractor system host application 

• Trailer-tracking host application with geo-fencing capabilities associated with the trailer 

4.4.2 Functionality Tested 

The following functions were tested in this scenario: 

Trailer Location and Status

• Find empty versus loaded trailers 

• Find a specific trailer or all trailers at a specific customer site

• Monitor door sensor activity 

• Monitor “unauthorized” usage of trailer by customer 

Tractor Assignment

• Assign tractor to empty/full trailer 

• Send a message to driver with trailer pickup location 

• Verify trailer is authorized for shipping 

• Monitor the load status of the trailer to verify it is consistent with the participant’s 

manifest 

34
Connection and Disconnection Monitoring

• Verify that the driver connects the correct tractor to the correct trailer (empty or loaded) 

• Verify that drops are at an authorized location 

• Monitor for unauthorized drops 

Tracking of Trailer

• Monitor the route of the trip with hourly tractor positions and daily trailer positions 

• Monitor route deviations manually 

• Monitor risk areas with geo-fencing 

4.4.3 Configuration 

The configurations for Scenario 2 are shown in Table 5. For this scenario, the UTT system sends 

a status report every 24 hours. The status report includes three key pieces of information: the 

trailer’s current location, and the cargo and door status. 

Table 5: Scenario 2 – Trailer Terminal Configuration Settings 

Parameter Value 

Position reporting interval Once per day 

Preset wake interval 6 hours 

Trailer ID, Type, SCAC User-defined

Connections and disconnections Enable

Cargo check interval 30 minutes 

Cargo-event messaging Send immediately

Cargo validation interval 10 minutes 

Cargo validation rechecks 3 

Door close messaging Disabled

Door open messaging Send immediately if cargo status is 

“Not empty” 

Door validation open time 5 seconds 

Door validation close time 1 minute 

Geo-fence messaging Send immediately 

Geo-fence check interval 1 hour

Geo-fence size User-defined

Geo-fence center position User-defined

35
There are two types of configurable intervals: wake-up and validation. Wake-up intervals are 

defined as an interval that the UTT system wakes up and checks for a variety of events. 

• Preset Wake-up. The UTT system wakes up to check whether there are any new 

incoming messages to process. For this scenario, this interval is set to every 6 hours. 

• Cargo Check. The UTT system wakes up to check if the cargo status has changed. For 

this scenario, this interval is set to every 30 minutes. 

• Geo-fence Check. The UTT system wakes up to check whether a geo-fence has been

breached. For this scenario, this interval is set to every hour. 

Validation intervals are defined as an interval that the UTT system uses to ensure that a state 

change has actually occurred. 

• Cargo Validation Interval. If a cargo reading indicates that a state is not the same as the 

previous state, the UTT system will perform a recheck after waiting for the pre-defined 

interval. This is done to minimize false positive state changes. For this scenario, the predefined interval was set to 10 minutes. 

• Cargo Validation Rechecks. If a cargo reading indicates that a state is not the same as 

the previous state, the recheck may be configured to repeat a number of times before 

sending a message about the state change. For this scenario, the recheck was set to three 

times. 

• Door Validation Open/Close. If the door sensor indicates that a door has opened or 

closed, the UTT system will wait for a pre-defined interval to ensure that the state has 

really changed. For this scenario, the open validation time is set to 5 seconds and the 

close validation time is set to 1 minute. 

For this scenario, the UTT system checked on the cargo status every 30 minutes with three 

validation rechecks every 10 minutes following the initial status check. The rechecks only occur 

when the initial status check indicates that a change of state has occurred.

If the door is closed, the cargo check is initiated after a 1-minute validation recheck of the door 

state. If a cargo state change is detected, then an OTA cargo status message will be sent, 

otherwise, no message will be sent. 

If the door is opened and the trailer is “not empty,” an alert will be immediately sent that the 

door is open with a “not empty” cargo status. The alert will be sent following a 5-second door 

validation check. 

The UTT system also provides an on-board geo-fence with event-driven exception reporting. In 

this scenario, exception-driven reporting allows the UTT system to monitor trailer position and 

check for geo-fence breaks every hour, but send a message only if a geo-fence break is detected. 

Frequent checking for geo-fence breaks without sending frequent messages lowers messaging 

costs and increases battery life. 

36
Connection and disconnection information does not include validation intervals. When the 

tractor-based mobile communications system detects that a trailer has a connection or 

disconnection, via the 7-way connector interface, it sends a message to the NOC. The NOC then 

forwards the event to the UTT system’s TrailerTRACS web application, alerting the dispatcher 

of the connection or disconnection. For disconnections, an alert will be generated. The dispatcher 

uses the TrailerTRACS web application to determine if the disconnection was at a valid location, 

as well as to determine if the cargo status is “not empty” for the applicable trailer. 

4.4.4 Logical Architecture and Operational Flow

The architecture and operational flow of information for the technologies used in Scenario 2 are 

shown in Figure 15. 

Figure 15: Scenario 2 – Logical Architecture and Operational Flow 

4.4.5 Daily Operations 

This section describes the daily operational procedures that the participants were asked to 

perform as part of the pilot test. 

Daily Operational Procedures

The dispatcher logs onto the trailer-tracking host application in preparation for dispatching 

drivers to pick up trailers and loads. 

37
Finding Trailer(s) 

The dispatcher clicks on the “Find Trailer” tab to search for desired data: 

1. Specific trailer location 

2. Trailers based on cargo status (empty/full) 

3. Trailers near a specific landmark 

4. All trailers 

Assigning Trailer(s) 

The dispatcher assigns a driver to a trailer pickup: 

1. The dispatcher creates a load assignment/pickup macro instructing the driver where to 

pick up the next trailer and load. 

2. The satellite-based mobile communications messaging system is used to send the 

message to the driver. 

Connecting Trailer(s) 

The driver arrives at trailer pickup location and attaches the tractor to the assigned trailer: 

1. The satellite-based mobile communications terminal detects via the 7-way connector

interface that there is an UTT terminal that is connected to the tractor. 

2. The satellite-based mobile communications terminal sends a connect message to the 

NOC. 

3. The NOC forwards the event to the trailer-tracking host application, alerting the 

dispatcher of the trailer connection event. 

4. The dispatcher verifies that the trailer is connected to the assigned tractor. 

Monitoring Trailer Doors 

Upon completing the trailer loading, the trailer door is closed: 

1. The door sensor is automatically engaged when the doors are closed. 

Monitoring Trailer(s) En Route 

When ready to depart for the destination, the driver sends a “departing macro” to the dispatcher 

via the satellite-based mobile communications system. 

Two mechanisms exist for monitoring the trailer while it is en route:

1. Trailer positioning (default position interval is one position per day): 

a. If the trailer is pulled by a tractor not equipped with a satellite-based mobile 

communications terminal or the satellite-based mobile communications terminal 

38
is not functioning, the dispatcher monitors the trailer’s location using the UTT 

system via the trailer-tracking host application. 

b. The dispatcher modifies the trailer terminal’s positioning frequency to be more 

frequent than the default (once per hour or once per every 6 hours) while en route. 

i. The dispatcher enters the setup configuration for a specific trailer to 

select the positioning frequency parameter. 

ii. The trailer-tracking host application creates a message and sends it to the 

trailer terminal via the NOC and terrestrial network. 

2. Tractor positioning: 

a. If a tractor equipped with a functioning satellite-based communications terminal 

pulls the trailer, the dispatcher monitors the trailer’s location using the satellitebased mobile communications system via the host application. 

b. The default positioning frequency is once per hour. If the dispatcher requires 

more frequent positioning, the MIPR parameter is modified on the tractor 

terminal. 

Detecting and Disconnecting Trailer(s) 

The driver arrives at the destination and disconnects the trailer from the tractor at the designated 

location: 

1. The satellite-based mobile communications terminal detects that the UTT terminal is no 

longer connected and sends a disconnection message to the NOC. 

2. The NOC forwards the disconnection event to the trailer-tracking host application and 

alerts the dispatcher regarding the trailer disconnection event. 

3. The dispatcher verifies that the trailer has been disconnected in an authorized drop 

location. 

Geo-fencing Disconnected Trailer(s) 

When the dispatcher receives an alert that a non-empty trailer has been dropped at an authorized 

location, the dispatcher creates a geo-fence to surround the disconnected trailer: 

 

1. The dispatcher uses the UTT system host application to create or edit a geo-fence. 

2. The dispatcher selects the center point for the geo-fence (self-centered, landmark, or 

latitude/longitude), the east/west and north/south lengths, the geo-fence start/stop time, 

the enable geo-fence flag, the geo-fence wake-up interval, and the type of geo-fence 

(exit/enter).

3. The UTT system host application generates a message with the updated information and 

sends it to the trailer terminal via the NOC and the terrestrial network to the trailer 

terminal. 

4. An “electronic fence” is set around the trailer, which is monitored by the UTT terminal, 

based on its configuration. 

39
5. Using the UTT system host application, the dispatcher has the option to view the geofence on a map. 

4.4.6 Alerts 

The following security alerts were featured in this scenario: 

• Untethered trailer leaves or enters a geo-fenced area 

• Trailer disconnection with a “not empty” load 

• Trailer door opened with a “not empty” load 

Untethered Trailer Geo-fence Alert

1. The driver disconnects the trailer in the consignee’s yard and sets a valid geo-fence. 

2. The trailer terminal wakes up based on the customer configurable setting, every hour, to 

determine if a geo-fence violation has occurred. 

3. If the trailer has left the geo-fenced area, the trailer terminal sends a geo-fence violation 

alert to the dispatcher. 

Disconnection with a “Not Empty” Load Alert

The driver disconnects the trailer in the consignee’s yard with a load that is awaiting offload: 

1. The tractor terminal sends a disconnection message. 

2. The trailer-tracking host application receives a disconnection message and generates an 

alert to the dispatcher. 

3. The dispatcher uses the trailer-tracking host application to determine if the cargo status is 

“not empty” on the applicable trailer.

Door Opening Event with a “Not Empty” Load

The trailer door opens: 

 

1. The trailer terminal recognizes that a door opening event has occurred. 

2. The trailer terminal determines, based on the trailer configuration, if an alert is required. 

3. The trailer terminal generates an alert and sends it OTA to the trailer-tracking host 

application. 

4. The trailer-tracking host application forwards this alert to the dispatcher. 

4.4.7 Physical Architecture 

The physical architecture and message flow is shown on the next page in Figure 16: 

40
Figure 16: Scenario 2 – Physical Architecture

4.5 Scenario 3: Explosives/Hazardous Materials 

4.5.1 Technologies Tested 

The following technologies were tested in scenario 3: 

UTT System

• Terrestrial UTT terminal 

• Electronic door sensor 

• Trailer cargo sensor 

• Cellular and GPS stealth-mounted antennas 

• Tractor power connection 

Tractor Mobile Communications System 

• Satellite mobile communications terminal 

41
Host

• Tractor system host application 

• UTT system host application with geo-fencing capabilities associated with the trailer 

4.5.2 Functionality Tested 

The following functions were tested in this scenario: 

Trailer Location and Status

• Find empty versus loaded trailers 

• Find a specific trailer or all trailers at a specific customer site

• Monitor door sensor activity 

• Monitor “unauthorized” usage of trailer by customer 

Tractor Assignment

• Assign tractor to empty/full trailer 

• Send a message to driver with trailer pickup location 

• Verify trailer is authorized for shipping 

• Monitor the load status of the trailer to verify it is consistent with the participant’s 

manifest 

Connection and Disconnection Monitoring

• Verify that the driver connects the correct tractor to the correct trailer (empty or loaded) 

• Verify that drops are at an authorized location 

• Monitor for unauthorized drops 

Tracking of Trailer

• Monitor the route of the trip through the tractor position every 15 minutes 

• Monitor route deviations through host-based route monitoring and mapping 

• Monitor risk areas with geo-fencing 

4.5.3 Configuration 

The configuration suggested for Scenario 3 is shown in Table 6. For this scenario, the UTT 

system sent a status report every 24 hours. The status report included three key pieces of 

information: the trailer’s current location, and the status for the cargo and door sensors. 

42
Table 6: Scenario 3 – Operational Settings 

Parameter Value 

Position reporting interval Once per day 

Preset wake interval 6 hour 

Trailer ID, Type, SCAC User-defined

Connections and disconnections Enable

Cargo check interval 30 minutes 

Cargo-event messaging Send immediately

Cargo validation interval 10 minutes 

Cargo validation rechecks 3 

Door close messaging Disabled

Door open messaging Send immediately if cargo=Not empty 

Door validation open time 5 seconds 

Door validation close time 1 minute 

Geo-fence messaging Send immediately 

Geo-fence check interval 1 hour

Geo-fence size User-defined

Geo-fence center position User-defined

There are two types of configurable intervals: wake-up and validation. Wake-up intervals are 

defined as an interval that the UTT system wakes up and checks for a variety of events: 

• Preset Wake-up. The UTT system wakes up to check whether there are any new 

incoming messages to process. For this scenario, the interval was set to every 6 hours. 

• Cargo Check. The UTT system wakes up to check if the cargo status has changed. For 

this scenario, the interval was set to every 30 minutes. 

• Geo-fence Check. The UTT system wakes up to check whether a geo-fence has been

breached. For this scenario, the interval was set to every hour. 

Validation intervals are defined as an interval that the UTT system uses to ensure that a state 

change has actually occurred. 

• Cargo Validation Interval. If a cargo reading indicates that a state is not the same as the 

previous state, the UTT system will perform a recheck after waiting the pre-defined 

interval. This is done to minimize false positive state changes. For this scenario, the predefined interval was set to 10 minutes. 

43
• Cargo Validation Rechecks. If a cargo reading indicates that a state is not the same as 

the previous state, the recheck may configured to repeat a number of times before 

sending a message about the state change. For this scenario, the recheck was set to three 

times. 

• Door Validation Open/Close. If the door sensor indicates that a door has opened or 

closed, the UTT system will wait for a pre-defined interval to ensure that the state has 

really changed. For this scenario, the open validation time was set to 5 seconds and the 

close validation time was set to 1 minute. 

For scenario 3, the UTT system checked on the cargo status every 30 minutes with three 

validation rechecks every 10 minutes following the initial status check. The rechecks only 

occurred when the initial status check indicated that a change of state had occurred. If the door 

was closed, a cargo check was initiated after a 1-minute validation recheck of the door state. A 

cargo status message was sent only if there was a change in cargo status. A “door open” message 

was only immediately sent (after a 5-second validation check) if the cargo status was “not 

empty.” If the door was opened and the trailer was “not empty,” an alert was sent that the door 

was open with a “not empty” cargo status. 

The UTT system also provides an on-board geo-fence with event-driven exception reporting. In 

this scenario, exception-driven reporting allows the UTT system to monitor trailer position and 

check for geo-fence breaks every hour, but send a message only if a geo-fence break is detected. 

Frequent checking for geo-fence breaks without sending frequent messages lowers messaging 

costs and increases battery life. 

When the tractor-based mobile communications system detects that a trailer has a connection or 

disconnection, via the 7-way, it sends a message to the NOC. The NOC then forwards the event 

to the UTT system’s TrailerTRACS web application, immediately alerting the dispatcher of the 

connection or disconnection. For disconnections, an alert will be generated. The dispatcher uses 

the TrailerTRACS web application to determine if the disconnection was at a valid location, as 

well as to determine if the cargo status is “not empty” for the applicable trailer.

4.5.4 Logical Architecture and Operational Flow

The architecture and operation flow of data across all technologies used in Scenario 3 are 

presented in Figure 17. 

44
Figure 17: Scenario 3 – Logical Architecture and Operational Flow 

4.5.5 Daily Operations 

This section describes the daily operational procedures that the participants were asked to 

perform as part of the pilot test. 

Daily Operational Procedures

The dispatcher logs on to the trailer-tracking host application to prepare for dispatching drivers 

to pick up trailers and loads. 

Finding Trailer(s) 

1. The dispatcher clicks on the “Find Trailer” tab to search for desired data: 

a. Specific trailer location 

b. Trailers based on cargo status (empty/full) 

c. Trailers near a specific landmark 

d. All trailers 

45
Assigning Trailer(s) 

The dispatcher assigns a driver to a trailer pickup: 

1. The dispatcher creates a load assignment/pickup macro instructing the driver where to 

pick up the next trailer and load. 

2. The satellite-based mobile communications messaging system is used to send the 

message to the driver. 

Connecting Trailer(s) 

The driver arrives at trailer pickup location and attaches the tractor to the assigned trailer: 

1. The satellite-based mobile communications terminal detects via the 7-way connector

interface that there is an UTT terminal connected to the tractor. 

2. The satellite-based mobile communications terminal sends a connect message to the 

NOC. 

3. The NOC forwards the event to the trailer-tracking host application, alerting the 

dispatcher of the trailer connection event. 

4. The dispatcher verifies that the trailer is connected to the assigned tractor. 

Monitoring Trailer Doors 

Upon completing the trailer loading, the trailer door is closed: 

1. The door sensor automatically engages when the doors are closed. 

Monitoring Trailer(s) En Route 

 

When ready to depart for the destination, the driver sends a “departing macro” to the dispatcher 

via the satellite-based mobile communications system. 

Two mechanisms exist for monitoring the trailer while it is en route:

1. Trailer positioning (default position interval is one position per day): 

a. If the trailer is pulled by a tractor not equipped with a satellite-based mobile 

communications terminal or the satellite-based mobile communications terminal 

is not functioning, the dispatcher monitors the trailer’s location using the UTT 

system via the trailer-tracking host application. 

b. The dispatcher modifies the trailer terminal’s positioning frequency to be more 

frequent than the default, once per hour or once every 6 hours, while en route. 

i. The dispatcher enters the setup configuration for a specific trailer to 

select the positioning frequency parameter. 

ii. The trailer-tracking host application creates a message and sends it to the 

trailer terminal via the NOC and terrestrial network. 

46
2. Tractor positioning: 

a. If a tractor is equipped with a functioning satellite-based communications 

terminal pulling the trailer, the dispatcher monitors the trailer’s location using the 

satellite-based mobile communications system via the host application. 

b. The default positioning frequency is once per hour. If the dispatcher requires 

more frequent positioning, the MIPR parameter is modified on the tractor 

terminal. 

Detecting and Disconnecting Trailer(s) 

The driver arrives at the destination and disconnects the trailer at the designated location: 

1. The satellite-based mobile communications terminal detects that the UTT terminal is no 

longer connected and sends a disconnection message to the NOC. 

2. The NOC forwards the event to the trailer-tracking host application, alerting the 

dispatcher of the trailer disconnections. 

3. The dispatcher verifies that the trailer is disconnected in an authorized drop location. 

Geo-fencing Disconnected Trailer(s) 

When the dispatcher receives an alert that a non-empty trailer has been dropped at an authorized 

location, the dispatcher creates a geo-fence surrounding this disconnected trailer: 

 

1. The dispatcher uses the trailer-tracking host application to create or edit a geo-fence. 

2. The dispatcher selects the center point for the geo-fence (self-centered, landmark, or 

latitude/longitude), the east/west and north/south lengths, the geo-fence start/stop time, 

the enable geo-fence flag, the geo-fence wake-up interval, and the type of geo-fence 

(exit/enter).

3. The UTT system host application generates a message with the updated information and 

sends it to the trailer terminal via the NOC terrestrial network to the trailer terminal. 

4. An “electronic fence” is set around the trailer, which is monitored by the trailer terminal, 

based on its configuration. 

5. Using the UTT system host, the dispatcher has the option to view the geo-fence on a map. 

4.5.6 Alerts 

The following security alerts were featured in this scenario: 

• Untethered trailer leaves or enters a geo-fenced area 

• Trailer disconnection with a “not empty” load 

• Trailer door opening event with a “not empty” load 

47
Untethered Trailer Geo-fence Alert

1. The driver disconnects the trailer in the consignee’s yard and sets a valid geo-fence. 

2. The trailer terminal wakes up based on the customer configurable setting every hour in 

order to determine if a geo-fence violation has occurred. 

3. If the trailer has left the geo-fenced area, the trailer terminal sends a geo-fence violation 

alert to the dispatcher. 

Disconnection with a “Not Empty” Load Alert

The driver disconnects the trailer in the consignee’s yard with a load that is awaiting offload: 

1. The tractor terminal sends a disconnection message. 

2. The UTT system host application receives a disconnection message and generates an alert 

to the dispatcher. 

3. The dispatcher uses the UTT system host to determine if the cargo status is “not empty” 

on the applicable trailer.

Door Opening Event with a “Not Empty” Load

The trailer door is opened: 

 

1. The trailer terminal recognizes that the door has been opened. 

2. The trailer terminal determines, based on the trailer configuration, if an alert is required. 

3. The trailer terminal generates an alert and sends it OTA to the UTT system host 

application. 

4. The UTT system host application forwards this alert to the dispatcher. 

4.5.7 Physical Architecture 

The physical architecture and message flow is shown in Figure 18. 

48
HTTP

HTTP

Figure 18: Scenario 3 – Physical Architecture 

49
5 PILOT TEST INFORMATION 

5.1 Overview

The two major goals of the UTT system pilot test were to test the UTT system’s functional 

requirements and determine ways that the system could improve safety, security, and efficiency. 

This section provides information about the pilot test. 

5.2 General Test Procedures 

Prior to initiating the pilot test, the test participants received training on the UTT system 

functions and testing procedures. An Implementation Guide was used in addition to various 

training tools and documentation. The training defined the test participants’ roles and 

responsibilities, which included how to use the trailer-tracking host application to configure the 

system, investigate and document alerts, and maintain logs. 

During the pilot test, automated test data were collected and reviewed weekly to check system

performance and usage. For example, the UTT terminal battery was monitored throughout the 

pilot test to determine its performance against the requirements, which included an assessment of 

battery life and the low battery indicator. 

Telephone interviews and nine on-site visits occurred from October 2004 through January 2005. 

These site visits and interviews with pilot test participants were conducted to verify and collect 

functional data and other information concerning UTT system usage. The initial telephone 

interviews and on-site participant interviews documented the following elements: 

• User experiences 

• Perceptions of technologies that included appropriateness, efficacy, satisfaction, and 

willingness to invest 

• Possible integration with processes and procedures to enhance safety, security, and 

operational efficiency 

• Suggestions and recommendations 

Interviews were conducted with participant management personnel, dispatchers, maintenance 

personnel, and clerical/office employees. The questions were asked in a Likert-scale format, and 

the scale included levels of agreement and disagreement with statements for a broad-based 

compilation of interview results. The interview guide is located in Appendix F. 

5.3 Data Collection Methods 

The following data collection sources were used for information about the UTT system: 

• Automated System Logs. A tool collected the UTT system data from the host 

application database on a weekly basis from each of the three participants. The data was 

compiled and archived. See Appendix D for a sample of the collected data and 

description of the data. 

50
• Staged Tests. Limited on-site stage testing was conducted on a monthly basis. 

• Manual Logs. In each scenario, the dispatchers maintained a manual data collection log 

in bound serialized books as they performed their daily dispatch activities. At least one 

dispatcher at each participant’s location completed information in the logs about trailers 

with and without the UTT system. See Appendix E for a sample of a daily manual log. 

• On-Site Interviews. On-site interviews were conducted to obtain qualitative data about 

the UTT system. See Appendix F for a sample of the on-site test participant guide used to 

collect qualitative data. 

5.4 System-Generated Status and Location Reports during Daily Operations 

During the 3-month field testing, system-generated incidences were collected relating to changes 

in cargo status, door status, connection status, and trailer positions, depending on the scenario. 

Appendix C presents a sample of the automated data format from the data logs of all the 

incidences recorded during the pilot test. The data set contained 13,470 data points representing 

discrete trailer events and status updates for all trailers involved in the pilot test. The data logs

from the daily operations provided information about:

• Cargo and Door Sensors 

• Location and Mapping of Trailers Functionality 

• Risk Area Geo-fencing 

• Battery Life Performance

5.4.1 Cargo and Door Sensors 

The automated event logs were reviewed to determine the numbers of door and cargo events and 

if the door and cargo sensor incidences provided information about “no sensor” indications in the 

daily field test operations. Table 7 presents the total number of door and cargo status events 

documented in the automated logs in each scenario. 

Table 7: Number of Door and Cargo Status Events from Automated Data Logs 

Scenario 1 Scenario 2 Scenario 3

Cargo 

Empty 

Cargo 

Not 

Empty 

Cargo 

Empty 

Cargo 

Not 

Empty

Door 

Open 

Door 

Closed

Cargo 

Empty

Cargo 

Not 

Empty 

Door 

Open 

Door 

Closed

Number 

of Events 1,993 1,830 1,945 2,734 2,033 2,666 2,261 2,569 1,025 3,834

For the cargo sensor and door sensor test, a “no sensor” status indicated when the cargo or door 

sensor failed to report a status for a specific event. For scenarios 2 and 3, the alert test

configuration was set to provide a message notification to a carrier only when a “door open” 

event corresponded with a cargo status of “not empty.” If the number of alerts for the “not 

51
empty” cargo status events did not equal the number of “door open” alerts, it was assumed that 

the cargo and/or door sensors failed to report a status. The results of the numbers of door and 

cargo status events and information on the numbers of “no sensor” indications are summarized in 

Table 8. 

Table 8: Summary of the Door and Cargo Sensors Status Events from Automated Data Logs 

Scenario 1 Scenario 2 Scenario 3 

Function # of Status 

Events 

# of Events 

with “No 

Sensor” 

Indications 

% 

of Events 

without 

“No 

Sensor” 

Indications

Total # 

of Status 

Events

# of Events 

with “No 

Sensor” 

Indications

% 

of Events 

without 

“No 

Sensor” 

Indications

Total # 

of 

Status 

Events 

# of Events 

with “No 

Sensor” 

Indications

% 

of Events 

without 

“No 

Sensor” 

Indications

Door

Sensor 

NA NA NA 4,699 0 100 4,948 19 99.6

Cargo

Sensor 3,823 0 100 4,699 20 99.6 4,948 48 99.0

Alerts NA NA NA 452 6 98.7 505 13 97.4

5.4.2 Location and Mapping of Trailers Functionality 

The system-generated data of the UTT system provided position reports of both tethered and 

untethered trailers. The UTT system was configured to provide a position report with every 

event. Table 9 presents the number of trailer location reports when trailers were both tethered 

and untethered by scenario. 

Table 9: Number of Trailer Location Reports (Tethered and Untethered) 

Scenario 1 Scenario 2 Scenario 3 

Event Total # 

of 

Events 

Mean # 

of Events 

per 

Trailer 

per 

Month 

Mean # 

of Days 

Between 

Events 

per 

Trailer 

Total # 

of Events

Mean # 

of Events 

per 

Trailer 

per 

Month 

Mean # 

of Days 

Between 

Events 

per 

Trailer

Total # 

of 

Events 

Mean # of 

Events 

 per 

Trailer 

per Month

Mean # 

of Days 

Between 

Events 

per 

Trailer 

Trailer 

Location 3,823 45.1 0.7 4,699 55.0 0.6 4,948 62.9 0.5

For all three scenarios, the test configuration was set at a maximum position reporting interval of

24 hours where the 24-hour cycle was configured to begin from the previous event or status 

report. It was assumed that exceeding a 24 hours and 30 minutes time interval would indicate a 

window of lost visibility, which could be the result of a lack in communications coverage5, loss 

 

5 If a UTT trailer was in transit or dropped in an area without cellular coverage, the unit would store and then 

forward all detected events once the unit came back into cellular coverage. 

52
of power to the UTT system, damage to the UTT system, or a needed system configuration 

adjustment. First, the percentage of trailer location reports for both tethered and untethered 

trailers that fell within or near the test-configured maximum reporting interval of 24 hours and 

30 minutes was determined. These results are summarized in Table 10. 

Table 10: Summary of Tethered and Untethered Trailer Location Reporting within 24 Hours and 

30 Minutes or Less where a Location Report was Configured to be Sent Every 24 Hours 

Scenario 1 Scenario 2 Scenario 3 

Event 

# of 

Location 

Reports 

# of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

% of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

# of 

Location 

Reports

# of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

% of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

# of 

Location 

Reports 

# of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

% of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less

Trailer 

Location 3,823 3,782 99.0% 4,699 4,655 99.1 4,948 4,930 99.6

Second, the position reports for only untethered trailers were reviewed when a trailer was 

disconnected from a tractor, as discerned in the data. The number of untethered occurrences was 

estimated to represent approximately 94 percent of all untethered trailer events during the field 

test. These results are summarized in Table 11. 

Table 11: Summary of Untethered-Only Trailer Location Reporting within 24 Hours and 30 

Minutes or Less where a Location Report was Configured to be Sent Every 24 Hours 

Scenario 1 Scenario 2 Scenario 3 

Event

# of 

Location 

Reports 

# of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

% of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

# of 

Location 

Reports

# of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

% of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

# of 

Location 

Reports 

# of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less 

% of 

Reports 

Received 

w/in 24 

Hours 

and 30 

Minutes 

or Less

Location 2,034 2,007 98.7 2,860 2,845 99.5% 3,053 3,038 99.5

For all three scenarios, 121 location reports for tethered and untethered trailers were received 

after 24 hours and 30 minutes, and 81 reports were received after 25 hours. For Scenarios 1, 2, 

and 3, the number of reports that exceeded 25 hours was 25, 14, and 42, respectively. Twelve 

location reports from different trailers were not received within 3 days. In general, reporting 

intervals exceeding 3 days occurred during the first 2 weeks of the carrier test period. This 

change in reporting intervals coincided with the brief period of time following the initiation of

the field test when technical issues, such as faulty wiring of the fuse kits, broken cables on the 

53
54

tractors, loose wiring on the door sensor, and configuration issues regarding the battery pack 

were resolved. 

For all three scenarios, 57 location reports for untethered trailers were received after 24 hours 

and 30 minutes. For the 37 reports that were received after 25 hours, all of the trailers were found 

in less than 2 days during the 2 weeks following the initiation of the test. 

Trailer Movements Within United States and Into/Out of Mexico and Canada 

Throughout the pilot test, 13,470 position reports were generated. Approximately 63 percent of 

these position reports showed no trailer movement from the previous report. By scenario, the 

percentages of position reports showing no trailer movement from the previous reports were 55, 

58, and 73 percent for Scenarios 1, 2 and 3. 

When the trailers were moving en-route, the average observed haul lengths were defined as trip 

miles loaded to next loaded cargo status for the three scenarios. The haul lengths were reported 

as 564 miles (standard deviation [s.d.] 431 miles), 789 miles (s.d. 327 miles), and 928 miles (s.d. 

401 miles). Trailer movement locations are illustrated in Figures 19, 20, and 21. 
Figure 19: Trailer Positions for Scenario 1 

55
Figure 20: Trailer Positions for Scenario 2 

56
Figure 21: Trailer Positions for Scenario 3 

57
The trailer position reports showed movement into and out of Mexico and Canada, as presented 

in Table 12. 

Table 12: Number of Trailer Position Reports in Mexico and Canada by Scenario 

Number of Trailer Position 

Scenario Reports

Mexico Canada 

1 1 0

2 285 0

3 9 84

In Scenario 3, seven individual trailers made seven separate trips to and from Canada near the 

Canadian border. Each trip was approximately 50 to 80 miles between participant locations in 

New York State and customer sites in Quebec. During these trips, 84 position reports were 

generated. 

Trailer movements into Mexico and near the Mexican border were limited for Scenarios 1 and 3, 

with one and nine trailer position reports, respectively. Scenario 2 did show a number of 

movements into Mexico – 53 separate trips from drop lots in Texas to 47 separate locations in 

Mexico (all locations in northern Mexico near the U.S.-Mexican border). Of the 285 trailer 

position reports in Mexico, performance reporting intervals were approximately the same as 

observed within the United States. Two reports showed reporting intervals greater than 2 days, 

and less than 4 days. 

Anecdotally, Scenario 2 participants believed that partner carriers were using their trailers in 

Mexico in an unauthorized manner, although they could not prove it. During the test, the 

Scenario 2 participants successfully used the UTT system to identify a trailer that was used to 

move other unauthorized goods within northern Mexico for 2 days prior to picking up the proper 

load. 

5.4.3 Risk Area Geo-fencing 

Risk area geo-fencing was used most frequently by participants in Scenarios 1 and 3. Geo-fences 

were created around a trailer at the carrier’s terminal, customer site, or other location when it was 

disconnected and expected to remain untethered at one location for more than 24 hours. In 

Scenario 1, a trailer with an advertisement for hiring new drivers was placed alongside the 

freeway and geo-fenced. For over one month, no unauthorized geo-fence breaks occurred. 

In Scenario 3, seven trailers with UTT systems were stored at a DOD facility and geo-fenced. 

Scenario 3 involved a carrier of munitions and other sensitive loads for the DOD. At the 

beginning of the pilot test, DOD revised the Hazards of Electromagnetic Radiation to Ordnance 

(HERO) standards for UTT devices. Due to an advisory released by DOD regarding the use of 

UTT devices, the Scenario 3 participant was unable to fully utilize these trailers with UTT 

systems to haul DOD munitions shipments; therefore, the trailers were geofenced at the bases. 

No unauthorized geo-fence breaks occurred on the DOD facility. 

58
5.4.4 Battery Life Performance 

When the trailers were untethered, the UTT system’s battery was the sole power source for the 

sensors, positioning functionality, and transmitting telemetry. When the trailer was tethered to a 

tractor, the battery was recharged from the tractor’s power supply via the 7-pin connector 

interface on the connecting wiring harness. 

During daily operations, a “charge battery” alert was generated four times on four separate 

trailers: two each in Scenarios 1 and 3. Due to the short time frame of the pilot test, these alerts 

were infrequent. Three alert notifications were generated at the end of the pilot test data 

collection period. In Scenario 1, the UTT systems generating the “charge battery” alerts were 

configured for 2-hour wake-up intervals, and the batteries lost their charges in 32 and 56 days. In 

Scenario 3, which included door status checks, the UTT systems were configured to wake-up 

every 6 hours, and their batteries lost their charges in 71 and 90 days. The more frequent wakeup intervals drained the battery at least two to three times as fast as the less frequent wake-up 

intervals. 

In addition, a bench test was conducted to determine the expected life of the battery charge while 

the trailer is untethered and configured to report positions at high frequency rates (2-minute 

intervals). This test showed that the battery charge would last approximately 12.5 hours, starting 

with a fully charged battery. 

5.5 On-Site Staged Tests 

5.5.1 On-Site Staged Testing Process 

During the pilot test, nine on-site staged tests were conducted to collect more information about 

the UTT system. The steps listed below were followed for the on-site staged testing process. 

1. Located a properly equipped tractor and trailer for testing at participant facility. 

2. Configured testing parameters and forwarded them to the trailer, such as setting the 

positioning interval at 2 minutes, selecting the geo-fence, entering email addresses to 

receive alert notifications, and inputting time settings for door and cargo sensors. (To 

facilitate the staged testing, the test configurations were set at a shorter duration than 

those set for the field test.) 

3. Monitored testing progress for alert notifications, functional events, and trailer 

positioning via a Web-based user interface on a laptop computer. 

4. Tested UTT system functionalities. 

The staged technology events and alert notifications were displayed to participating dispatchers 

on the web-based user interface screen and sent to the participant’s designated email addresses to 

simulate the events and alert notifications that could normally occur during daily operations. 

Alert notifications were forwarded to the carrier participants’ and test team members’ email 

addresses, which displayed the test trailer ID and the time of the event. The following conditions 

were set for the staged testing: 

• Trailer positioning was set for every 2 minutes. 

59
• Cargo sensors were configured to check the cargo status every 5 to 20 minutes. 

− To simulate a loaded or empty trailer, a piece of paper or cardboard was placed in 

front of the cargo sensor to create a “cargo loaded” event and removed for a “not 

empty” event when necessary. The cardboard obstruction was used as an alternative 

for sensing cargo directly in front of the sensor due to the time constraints of actually 

loading and unloading cargo. 

• Door open events were configured to generate an alert notification immediately upon the 

trailer door being opened with cargo present in the trailer. 

• Trailer connections and disconnections were configured to generate near real-time alert 

notifications after the tethering and untethering of the trailer.

− During this process, the connections indicating the trailer serial number and the 

tractor ID or mobile terminal number were checked in the UTT system web-based 

user interface. Also, a trailer was disconnected from a tractor to check that the serial 

number did not change whether the trailer was tethered or untethered. 

• Geo-fence violations were configured to be triggered in near-real time upon the violation 

of an inclusion zone or inside of an exclusion zone. 

− The driver was directed to pull a trailer from the geo-fenced terminal area. 

− When the driver left the geo-fenced area, an exit geo-fence alert notification was 

immediately generated and displayed on the web-based user application. 

− As the trailer traveled down the road, its position was monitored at 2-minute position 

updates. 

− When the trailer was moved outside the geo-fenced area, the driver disconnected the 

7-pin connection between the tractor and trailer to simulate a trailer drop in an 

“unknown location” (a location not designated by the carrier as a valid drop location). 

The disconnection generated an alert notification via the web-based user interface and

designated email addresses. 

Figure 22 shows an example of the alert screen that would display events and alerts to a 

dispatcher. Each alert is displayed and assigned to a particular trailer. By clicking on the event, 

the dispatcher can see the details of a specific security event including the location of an alert. 

60
Figure 22: TrailerTRACS User Alert Screen 

5.5.2 Staged Testing Results

The staged tests procedures and results are described below for the previously listed functions. 

Scenario 1

Testing was conducted at the participant’s facilities on October 28, 2004; December 2, 2004; and 

January 13, 2005: 

• Cargo Sensor (remote sensing of empty or loaded trailers) 

− Cargo loaded and unloaded functionalities were both tested successfully. 

• Connections and Disconnections with Alerts 

− Connections and disconnections were each tested with alert notifications generated 

and displayed on the alerts web page display as well as to the participant email 

accounts. 

61
• Trailer ID 

− The trailer ID and tractor ID were successfully displayed on the TrailerTRACS 

program. A specific truck ID was not tied to a trailer ID; therefore, the mobile 

communications terminal (MCT) number was substituted instead. 

• Location and Mapping of Trailers 

− The test was set with positioning updates at 2 minutes. The trailer was tracked and 

mapped following the geo-fence exit event. 

• Unscheduled Movement Notification (geo-fencing) with Alerts including the function of 

detecting unauthorized trailer drops 

− A geo-fence was set up around the motor carrier’s terminal and the driver pulled 

away with the trailer. The geo-fence exit alert was received. A drop at an unknown 

location alert notification was generated following the geo-fence exit event by having 

a disconnect event occur at a non-land marked location. During one test, the driver 

returned to the lot several minutes later to cause the geo-fence entry event. During 

another test, there was no geo-fence break as the tractor broke down with a blown 

turbo charger right on the edge of the geo-fence perimeter. 

 

Scenario 2

Testing was conducted at the participant’s facilities on October 26, 2004; November 30, 2004; 

and January 11, 2005. 

• Door Sensor 

− During the first site visit, the test trailer’s door sensor was damaged and continuously 

indicated an open condition. Another trailer’s door sensor also continuously indicated 

an open door status. One driver stated that that the trailer doors are frequently hit 

when trucks back up to loading docks. During the remaining site visits, the test

trailers had functioning door sensors. In an improved post-test redesign, the door 

sensors will be recessed into the trailer door. 

• Cargo Sensor (remote sensing of empty or loaded trailers) 

− Cargo loaded and unloaded functionalities were both tested successfully. During one 

site visit, the trailer was loaded with empty chemical barrels, and the cargo sensor 

correctly relayed the “not empty” message. 

• Connections and Disconnections with Alerts 

− Connections and disconnections were tested with alert notifications displayed on the 

alerts web page display as well as to the participant email accounts. During one site 

visit, there was no power on the truck’s pin 7 of 7-way terminal, which did not allow 

visibility regarding the connections and disconnections. The driver brought the truck 

back to the yard for troubleshooting and repair. In disassembling the 7-way terminal, 

the wire feeding the UTT system had been severed. The damage may have been 

caused by a previous dent to the front of the trailer in the area between the 7-way 

connector interface and the UTT terminal. During another site visit, the truck was 

wired with the fuse kit that enabled this functionality. This truck was set up for 

62
manual connection and disconnection, but not with auto connection. Unsuccessful 

attempts were made to get the auto connection enabled from the hub. Instead, 

successful manual connections and disconnections were conducted via the tractor 

keypad. 

• Trailer ID 

− The trailer ID was successfully shown with the corresponding tractor ID on the 

TrailerTRACS program. The truck was wired with the fuse kit that enabled this 

functionality. 

• Location and Mapping of Trailers 

− The test was set with positioning updates at 2 minutes. The trailer was tracked and 

mapped following the geo-fence exit event. 

• Unscheduled Movement Notification (geo-fencing) with Alerts, including the function of 

detecting unauthorized trailer drops 

− A geo-fence was set up around the motor carrier’s terminal, and the driver pulled 

away with the trailer. The geo-fence exit and entry alerts were received and displayed 

as expected. A drop at an unknown location alert notification was generated 

following the geo-fence exit event with a disconnection event occur at a non-land 

marked location. 

Scenario 3

Testing was conducted at the participant’s facilities on November 2, 2004; December 7, 2004; 

and January 18, 2005. 

• Door Sensor 

− In two of the three tests, the test participants did not receive the email alerts due to 

anti-spam software on their email systems, which deleted the alerts. Following the 

staged tests, the software problem was remedied by changing the email header. In one 

test, the “door open” alert was not generated, since the cargo sensor incorrectly 

relayed an “empty” event due to a testing procedure failure. During the remaining site

visits, the test trailer had a functioning door sensor. 

• Cargo Sensor (remote sensing of empty or loaded trailers) 

− Cargo loaded and unloaded functionalities were both tested successfully. During one 

test, the sensor did not indicate the cargo loaded status. This failure may have been 

caused by the size of the piece of cardboard used in the test. On-site diagnostics 

verified that the sensor was working properly. The sensor was finally tested with a 

person standing in front of the sensor, which resulted in the system indicating a cargo 

loaded status. 

• Connections and Disconnections with Alerts 

− Connections and disconnections were each tested with alert notifications generated 

and displayed on the alerts web page display as well as to the participant email 

accounts. 

• Near Real-Time Trailer ID

63
− The trailer ID was successfully shown with the corresponding tractor ID on the 

TrailerTRACS program. 

• Location and Mapping of Trailers 

− The test was set with positioning updates at 2 minutes. The trailer was tracked and 

mapped as it traveled eastbound following the geo-fence exit event. The trailer turned 

around several minutes later, returning prior to the geo-fence entry event. 

• Unscheduled Movement Notification (geo-fencing) with alerts, including the function of 

detecting unauthorized trailer drops. 

− During the tests, a geo-fence was set up around the motor carrier’s terminal. The 

driver pulled away from lot with the trailer to cause the geo-fence exit event and 

returned to the lot several minutes later to cause the geo-fence entry event. 

5.5.3 Manual Logs 

The three participating motor carriers in the pilot test utilized the UTT system TrailerTRACS 

web application to identify the location and cargo status of their 25 respective trailers with the 

UTT system. Simultaneously, the motor carriers also continued to use their normal methods of 

phone and manual searches for trailers without the UTT system. During the pilot test, the 

dispatchers or route planners at each motor carrier were asked to complete logs for trailers with 

and without UTT systems. A sample log with carrier entries is presented in Appendix D along 

with the instructions to the dispatchers. 

Due to the different dispatchers in each scenario, the logs provided varying amounts of 

information. However, the logs showed that trailers without the UTT system were not found 

where they were expected to be 41, 11, and 38 percent of the time (percent of manual log entries 

showing “not where expected” versus all log entries for the particular participant carrier) for 

Scenarios 1, 2 and 3, respectively. 

After using the UTT System, the participants in all three scenarios stated that it allowed for 

better and easier tracking of loads, drivers, and vehicles. Trailers can be located by querying the 

UTT system host application for a specific trailer, trailers near a specified location or landmark, 

trailers with a certain cargo status of “empty” or “not empty,” or a listing of all assigned trailers. 

64
6 IMPROVEMENTS TO SECURITY, SAFETY, AND 

 EFFICIENCY 

During the pilot test, improvements to security, safety, and efficiency were illustrated. In every 

pilot test scenario, satellite-based mobile communications systems were on all of the tractors, 

which provided the location of trailers tethered to tractors at a pre-defined reporting interval of 

once per hour. However, the tractor-based communications system did not monitor trailer and 

cargo integrity, report trailer door openings, provide information on untethered trailer locations, 

or detect unauthorized trailer movements. Thus, the UTT system provided distinct benefits. 

In Scenario 1, prior to the pilot test, the interval of time that a trailer was not tethered averaged 

approximately 2 days in which its status was unknown. In transit, the time averaged 1.2 days 

where the visibility into cargo status was limited or non-existent. When untethered trailers were 

not at company locations, the participant would not know trailer locations or status related to 

cargo. 

In Scenario 2, prior to the pilot test, the interval of time that a trailer was not tethered averaged 

3.9 days, with an unknown status to the carrier. The average en-route time between locations was 

1.6 days where visibility into cargo status was limited or non-existent. The participant also 

indicated that all of their cargo losses occurred while the trailers were loaded and untethered. 

In Scenario 3, prior to the pilot test, the participant stated that it was impossible to monitor 

unauthorized trailer movements or integrity of the cargo space of untethered trailers. The interval 

of time that a trailer is untethered could be as long as 7 days with unknown status to the carrier. 

En-route trips averaged approximately 2 days without cargo status visibility, yet this participant 

did not experience any cargo loss to theft. 

Compared to the baseline conditions, the UTT system provided the locations of untethered 

trailers at pre-determined shorter intervals during the pilot test. In addition, the UTT system

could also provide frequent trailer position reports while tethered to a tractor to provide in-transit 

visibility. Furthermore, the carriers were able to detect door openings, cargo status, and trailer 

movement outside an assigned geo-fenced area through alert notifications. The following 

sections show how security, safety, and efficiency can be improved by using the UTT system. 

6.1 Security 

Truck trailers pose a security threat, since they provide an easy means to transport dangerous 

cargos. Within the trucking industry, the key threats to security that the UTT system can address 

are: 

• Theft of cargo or untethered trailers through fraud, deception, stealth, or violence, where 

the theft of hazardous material could result in catastrophic releases, and stolen trailers 

could be used to convey illicit WMD. 

• Sabotage of trailers or cargo, where shipments, such as food could be contaminated. 

65
• Interception or diversion of tractor-trailers en route, where unauthorized personnel could 

gain access to trailers, cargo, and important information for illicit purposes. 

To reduce the vulnerabilities relating to the lack of visibility of trailers and their cargo, the UTT 

system pilot test was configured to provide information on trailer positions with cargo and door 

status indications, trailer movements, and trailer connection and disconnections. 

This section identifies the ways that security can be improved using the UTT system, which can 

reduce theft vulnerabilities based on deterrence and enhanced detection, response, and recovery 

capabilities.

6.1.1 Ensure Cargo Integrity 

Cargo integrity involves the assurance that cargo tampering has not occurred and unauthorized 

cargo has not been placed in a trailer. A major impact of exploited cargo integrity in trailers is 

the potential for transporting a weapon or explosive device in a trailer. Currently, motor carriers 

who do not use UTT systems with door and cargo sensors have limited visibility into the trailer 

door and cargo status. Unmonitored trailers are security risks, which can potentially be used as a 

weapon of mass destruction. 

During the pilot test, the UTT system sent door opening messages to the motor carriers only 

when the doors were opened and cargo was in the trailer. The UTT system provided a trailer 

position and cargo status when a door opening event occurred and the trailer was “not empty.” 

Using the UTT system host application, the participants could view the trailer’s location on a 

map, identify if the trailer was at an unauthorized location, and determine if the door opening 

event was a potential intrusion into the trailer. The UTT system sent alert notifications to the 

participant via pager and email when a door event occurred. 

6.1.2 Reduce Cargo Pilferage 

Cargo pilferage is the theft of cargo in a trailer. During typical operations, fleets have little 

visibility into how often their trailer doors are opened en route to a destination; therefore, they 

are unable to detect pilferage occurrences. Unmonitored trailers are a security risk, because 

cargo, such as hazardous material, could be stolen for use as a weapon. 

According to interviews with the pilot test participating motor carriers, 80 to 100 percent of 

cargo theft occurred while the trailers were loaded. Trailers are particularly vulnerable to theft at 

truckstops or parking lots where trailers are dropped or disconnected from tractors. Anecdotally, 

interviewed motor carriers stated that cargo theft often involved the cooperation of someone 

directly involved in the shipment. Their rationale was that “an insider” either provided thieves 

with information regarding the content of shipments, or a driver was in collusion with thieves by 

allowing access to the trailer. One pilot test participant stated that thieves can obtain advance 

knowledge about the shipment contents and wait for an opportunity en route to steal the entire 

trailer or its contents when it is left unattended. However, the participants indicated that the costs 

of theft to their operations were relatively small compared to their revenue. 

With the increased visibility provided by the UTT system’s cargo and door sensors, motor 

carriers could detect and respond to theft to reclaim the lost cargo. In addition, incidents of 

66
insider theft by their own personnel could be deterred with the use of the UTT system in 

conjunction with cargo and door sensors. 

Ten members of an independent panel of experts were consulted regarding the use of the UTT 

system to reduce the vulnerabilities of trailers containing explosives to theft. These experts 

included seven motor carriers and/or shippers of hazardous materials, two enforcement officials, 

and an insurance carrier representative expert in security and loss prevention. The experts 

indicated that the greatest vulnerability of explosives to theft occurred when the trailer was 

loaded and tethered, followed by trailers loaded and untethered, and lastly, trailers unloaded and 

untethered. 

The compilation of the experts’ opinions showed that they believed that the vulnerability of 

truckload explosives to theft could be reduced the most through the notifications of unauthorized 

trailer drops and tracking locations of trailers. Next, cargo and door status indications were 

believed to provide additional incremental improvements in reducing vulnerabilities. 

One motor carrier who has been using the UTT system in daily operations reported that the 

system has reduced theft losses by approximately 50 percent, and believed that the mere 

presence of the device has a deterrent effect on cargo theft. Although the UTT system can 

enhance the security of cargo and equipment, the test participants and the experts consulted for 

this analysis stated that the UTT system capabilities could not exclusively ensure the security of

shipments. The participants stated that a well developed and managed security program is also 

critical that encompasses actions, such as employee screening; employee training and vigilance; 

enforced policies regarding route adherence, parking and trailer drops; and physical security of 

facilities. The participants also noted that technology can fail, be disabled, or circumvented. 

6.1.3 Reduce Trailer Theft and Detect Unauthorized Trailer Movement/Usage 

Unattended trailers may be stolen when a thief or terrorist connects a trailer to a tractor and hauls 

it away. Potential security impacts of unauthorized trailer movement and theft are pilferage of 

dangerous cargo, such as hazardous materials for the use as a weapon and loss of unloaded 

trailers for the transport of a weapon or explosive device. Carriers without UTT systems have 

limited visibility into the movement of their untethered trailers since they often rely on verbal 

feedback from customers on the trailer status and location. Trailers may also be falsely obtained 

and utilized by carrier personnel with legitimate identification. 

With increased visibility into when a theft may be occurring, the carrier can use the UTT system

to respond and alert authorities to potentially stop the theft and apprehend the thieves. 

Unscheduled movement notification using trailer-based geo-fencing allowed the test participants 

to define geo-fences around a trailer. The UTT system was configured to monitor the status of 

the trailer relative to the set geo-fence at specific intervals. The UTT terminal sent a notification 

to the participant when it identified that the trailer moved outside of the geo-fence. The geofence was viewed on a map using the UTT system host application. This visibility is significant, 

since unauthorized persons could inappropriately use the trailers, creating increased security 

risks and reduced trailer utilization for the carrier. 

67
A trailer disconnection and connection can be remotely identified when a trailer with the UTT 

system is disconnected from and connected to a satellite communications system-equipped 

tractor. In the initial on-site participant interviews, the test participants mentioned that they 

noticed a strong relationship between unauthorized disconnections and trailer theft. If a driver 

disconnects a trailer in an unauthorized location, the potential for trailer theft can increase. 

Motor carriers not utilizing a UTT system do not have visibility when a trailer is disconnected 

from a tractor at an unauthorized location. With the UTT system, motor carriers would gain this 

visibility by sending alert notifications to the dispatcher via pager and/or email when the system

detects that the trailer is disconnected at an unauthorized location. 

With increased visibility into when unauthorized disconnections occur, the motor carrier 

personnel can quickly respond to contact authorities to stop a potential theft and recover a stolen 

trailer. Also, the motor carrier personnel can detect when a driver performs an unauthorized 

disconnection or connection and instigate a process to reduce this activity. The UTT system

compares the trailer’s current location with the set of authorized disconnection locations and 

sends an alert to the dispatcher if the trailer is not at an authorized location. 

6.2 Public Safety 

6.2.1 Reduce the Risks of Crashes 

This report does not indicate that there are discernible safety benefits in terms of reducing the 

risks of crashes. 

6.3 Efficiency 

6.3.1 Improve Trailer Utilization 

Motor carriers reported that more trailers are purchased than are truly required, since trailers tend 

to be temporarily misplaced, or carriers unknowingly wait for trailers assumed to be unloaded, 

which are actually empty and available. To locate their trailers, most motor carriers explained 

that they made phone calls to customer locations or performed manual searches in their yards. 

Both of these methods could be time consuming and possibly inaccurate, and the motor carriers 

agreed that they would like to improve the ability to use their existing trailers. 

Using the UTT system, trailers can be located by querying the UTT system host application for a 

specific trailer, trailers near a specified location or landmark, trailers with a specific cargo status, 

or a listing of all assigned trailers. UTT terminals automatically report status information at 

participant-configured intervals. This information includes trailer location, door status, cargo 

status, time of status, and the UTT system’s battery status. Users can also request a status from

the trailer at any time, if they need more timely information. The UTT system “wakes up” at 

configured intervals to check for requests. 

6.3.2 Connect Trailer to Assigned Tractor 

During the initial on-site participant interviews, test participants mentioned issues with sending 

the trailer to the wrong location, typically about 300 miles out of the way, which impacts 

valuable driver hours of service, fuel, and maintenance charges. Using the UTT system 

68
combined with the satellite mobile communications system on the tractor, a trailer/tractor 

connection can be automatically captured and transmitted electronically to a carrier to verify that

the driver picked up the correct trailer. Providing visibility into tractor-trailer connections can 

help to optimize the carrier operations. 

Direct communication between the UTT terminal and the tractor terminal occurs when this 

connection feature is enabled and configured on both the trailer and tractor terminals. The UTT 

terminal can be configured to post its terminal ID (unified address [UA] identification) when it 

detects power. The tractor terminal identifies the trailer ID when it is connected to a trailer 7-way 

connector interface. When the tractor detects a connection, it displays the UTT system ID on the 

driver’s display and sends a connection message OTA to the participant. The UTT system host 

application displays the connection message and sends an alert to the dispatcher. The dispatcher 

can check that the trailer was connected to the correct tractor by comparing the automated 

information with the driver’s load assignment. 

6.3.3 Improve Visibility in Trailer Detention 

During deliveries, there are often delays in unloading trailers and failing to properly report when 

a trailer is empty. The ability to accurately determine that trailers are loaded at a specific location

may improve carriers’ operational efficiency by collecting trailer detention charges. The process 

of consistently billing for the known detention of trailers would likely result in decreased 

incidents of detention and the increased utilization of trailers. 

The satellite-based mobile communications system on the tractor records connection and 

disconnection activities, and sends the status over the satellite system to the UTT system host. 

The cargo sensor monitors the trailer for an “empty” or “not empty” status. A cargo status 

change indicates the transition from “empty” to “not empty,” or from “not empty” to “empty.” 

This data provides trailer visibility, and information about detention of trailers. 

During the pilot test, the UTT system provided a trailer position and cargo status on its daily 

status update. Using the UTT host application, the participants viewed this location on a map, in 

addition to the daily reports showing times and dates for connections, disconnections, and cargo 

status changes. In Scenario 3, the participants used the cargo status and trailer location 

information to monitor detention time as a customer service tool to alert their customers that

trailers were empty and would be going into detention billing. 

6.3.4 Improve Route Visibility by Motor Carrier 

During typical operations, preferred routes can be provided to drivers; however, due to 

unexpected events, drivers may change routes. As a result, motor carriers rarely have visibility 

into the actual routes taken by trucks without tracking systems. Since most motor carriers have 

limited driver resources, increasing route adherence can improve their efficiency, since longer 

routes caused by deviations may increase travel costs and delivery times. 

For the pilot test, the UTT system was configured to provide more frequent positioning intervals 

for trailers en-route. The system was particularly beneficial when a non-carrier-owned tractor 

without a tractor-based mobile communications system transported a trailer, since the UTT 

system provided route visibility. 

69
6.3.5 Improve Driver Workload and Time Locating Trailers 

For economic reasons, motor carriers optimally utilize drivers to reduce unproductive driver 

work time. It has been a common practice for drivers to look for trailers in the wrong location or 

for trailers not to be ready for transport when the driver arrives. By reducing the time that drivers 

wait while cargo is being loaded or unloaded, the carrier could reduce delivery time, fuel 

consumption, and idle driver time. Also, reducing the trailer to tractor ratio, while meeting 

customer demands, is a significant benefit of improved trailer fleet management. Enhanced asset 

utilization includes increased revenue from trailer detention fees, and converting non-revenue 

miles to revenue-producing miles. 

Unproductive personnel activities focused on the time spent by dispatchers involved in searching 

for available trailers for dispatch purposes. The unproductive personnel activities also included 

the time a driver spent looking for trailers that had been moved, trailers not being where dispatch 

thought they were, or in hauling misdirected loads. Through enhanced visibility of trailers and 

their cargo, trailers can be used more efficiently, and trailer to tractor ratios can be reduced. 

According to experts and test participants, the UTT system can improve the ability to find trailers

and expedite deliveries through knowledge of trailer arrivals, unloading, and loading. The UTT 

system can improve the management of both assets and personnel time. 

70
 7 ACCEPTANCE OF THE UNTETHERED TRAILER 

TRACKING SYSTEM AND DEPLOYMENT ISSUES 

7.1 Test Participant Interview Results 

During the pilot test, interviews were conducted to gauge participant opinions about the UTT 

system at the beginning of the pilot test and as the pilot test progressed. The motor carrier 

personnel interviewed during the test were: 

• Scenario 1 

− Route Planner/Truck and Trailer Inventory Manager 

− Dispatcher 

• Scenario 2 

− Executive Vice President 

− Dispatcher 

• Scenario 3 

− Executive Vice President 

− Dispatcher 

Table 13 presents the resulting average responses from participants to the interview statements 

using a 5-point Likert scale, with 5 representing the strongest agreement with a statement, and 1 

representing the strongest disagreement with a statement.

Initially, the participants had high expectations for the UTT system. Contributing to these 

expectation levels were previous experience with the vendor, and advance information regarding 

potential system capabilities, benefits, and use. As shown in the midpoint and final interview 

results, the UTT system met or exceeded expectations relating to usability, technical 

performance, and overall participant acceptance. All three carriers expressed a strong interest in 

equipping their entire trailer fleets with UTT systems. 

71
Table 13: Participant Opinions About the UTT System 

Participant Reaction Statements Start-Up 

Expectations Midpoint Final 

The deployed UTT system has made a favorable

impression upon yourself and others at your

company. 

5 5 5

The UTT system has been used significantly 

and on a regular basis. 4.7 5 5

The UTT system required significant staff 

resources, including time. 2 1.3 1.3

The initial training provided adequate to prepare 

personnel to use the UTT system. 4.7 5 5

The dispatchers responded positively to using

the UTT system. 5 5 5

The UTT system might prove to be an 

improvement to your existing operations. 4.7 5 5

The UTT system has been easy to use. 4.7 5 5 

The UTT system has been reliable. 5 5 5 

The UTT system has allowed for better/easier 

tracking of loads, drivers, and vehicles. 5 5 5

The UTT system has improved customer service 

and Estimated Time of Arrivals for pickups and 

deliveries. 

4.5 5 5

The UTT system has provided an increased

sense security and safety for company 

employees. 

4.5 5 5

The participant motor carriers also provided the following comments about the UTT system: 

• The UTT system has the potential to improve motor carrier productivity and enhance the 

security of trailers, both moving and stationary. 

• One of the most important benefits of the UTT system was in improving the utilization of 

trailer inventory. 

• The UTT system can reduce wasted time and resources spent in manually searching for 

the location of trailers and identifying trailers available for drivers. 

• The UTT system can effectively monitor cargo and trailer integrity by providing alerts of 

intrusion, diversion, or theft events. The UTT system may aid in cargo theft recoveries, 

resulting in reductions of insurance premiums and deductibles. 

72
• Through the use of the UTT system, improved visibility of trailer event history and 

position details can enhance customer service by allowing the carriers to provide timely 

progress reports on customer cargo location, status, and estimated times of arrival. 

• The geo-fencing capabilities provided by the UTT system were helpful in preventing 

trailer theft or equipment abuse. 

• The ability to landmark customer locations was useful to check that drivers are delivering 

and picking up at the correct spots. 

• By receiving door status information for fleet vehicles, additional security resulted from

knowing when and where trailer doors were being opened. 

• The ability of the cargo sensor to relay information about the change in cargo status was 

an important way to enforce detention agreements with their customers. 

7.2 Deployment Issues and Technical Performance 

During the installation and deployment of the UTT systems in the three scenarios, several issues 

impacted the pilot test. 

In Scenario 2, the primary deployment problem was one unit with a defective GPS module that 

required replacement, which the field service tool successfully identified. Also, this participant’s 

maintenance manager would have preferred a wireless door sensor due to the labor involved in 

installing the wired sensor. 

Scenario 3 involved a carrier of munitions and other sensitive loads for DOD. At the beginning 

of the pilot test, the DOD revised the HERO standards for UTT devices. Due to an advisory 

released by DOD regarding the use of UTT devices, the Scenario 3 participant was unable to 

fully utilize its trailers with UTT systems to haul DOD munitions shipments. Testing the UTT 

system within sensitive loads hauled for the DOD was not conducted significantly during this 

pilot test due to the requirement to receive U.S. Army Surface Deployment and Distribution 

Command (SDDC) approval to put UTT systems in munitions trailers. Near the end of the pilot 

test, the UTT system was HERO-certified for zero clearance to cargo. This notwithstanding, 

prior to the certification, the majority of trailers were used for hauling shipments that were not 

for DOD. The UTT system trailers were domiciled on a DOD facility until the HERO 

certification process was completed. 

According to the test participants, the UTT system performed well in daily motor carrier 

operational conditions. A technical issue of participant anti-spam software blocking the email 

alerts occurred during one of the field-testing events. This problem was resolved by modifying 

the email header. In Scenario 2, two magnetic door sensors were sheared off and disabled. A 

driver reported that as the trucks back up to the dock, the door-sensing magnet could shear off if 

the doors hit the dock. In the future, installers plan to consider reducing the height of the sensor 

or installing the sensor in a more secure location. 

7.3 Participant Recommendations for Improvements 

The participants had several recommendations for system improvement over the course of the 

pilot test. In Scenario 1, the users at this motor carrier preferred not to wait 6 hours to determine 

73
the location of untethered trailers. As a result, the systems were reconfigured to 2-hour wake-up 

intervals. The high level of trailer use and the 2-hour positioning intervals provided significant 

help in locating trailers. 

In Scenario 2, the dispatcher preferred not to exit out of the TrailerTRACS application while 

exiting the carriers’ administration software module. In addition, when viewing a specific trailer 

and requested position history, the system did not automatically indicate the trailer ID. The 

dispatcher had to key-in the information again in order to request a position history, often having 

to back up through screens to get the trailer ID. 

In Scenario 3, users indicated that they would like to see all the trailers’ positions at the same

time in their 24-hour wake-up period. This ability would eliminate many of the steps needed to 

find accurate positioning. When a participant was in the event history log and pressed the tool

bar to refresh, the participant noted that in 7 out of 10 times, the software would display the 

event history log. For the remaining three times, the participant noted that the system displayed 

an error message stating that “this cannot be done from this page.” Furthermore, the responding 

carrier saw major benefits from tracking the detention time, and suggested a reporting capability 

specifically focused on this area. 

74
8 CONCLUSION 

As directed by Congress, FMCSA administered a pilot test for the development of a UTT 

system. The purpose of this pilot test was to test a UTT system that met specific functional 

requirements and could improve the safety and security of trailers and shipments at each phase of

its movement – pick up, delivery, receipt, and storage. The UTT system included: 

• Near real-time trailer identification 

• Accurate time of connection and disconnection activities 

• Location and mapping of trailers 

• Geo-fencing to identify a risk area 

• Unscheduled movement notification 

• Remote sensing of a loaded or empty trailer 

• Cargo and door sensors 

• Alerts 

During the 3-month pilot test, security, safety, and efficiency improvements were recognized 

through the use of the UTT system by three different carriers. 

The UTT system test highlighted various security improvements. A major security improvement 

was the reduction of theft vulnerability. Vulnerabilities included theft of equipment and cargo, or 

the use of trailers to convey illicit weapons with intent of direct terrorist attack on persons or 

property. 

According to test participants, the UTT system can effectively monitor cargo and trailer integrity 

by providing alerts of intrusion, diversion, or theft events. The UTT system may aid in cargo 

theft recoveries, resulting in the reduction of insurance premiums and deductibles. In assessing 

the security benefits of the UTT system for hazardous loads of explosives, a panel of experts 

stated that the UTT system has the ability to reduce inherent shipment vulnerabilities through 

enhanced visibility of cargo and equipment location and status. 

In addition to public sector security and safety benefits, through enhanced visibility of trailers 

and their cargo status, private sector efficiency can be improved by using the UTT system. Gains 

in efficiency could be achieved through improved asset management and personnel utilization. 

Through enhanced visibility of trailers and their cargo, trailers can be used more efficiently, and 

trailer to tractor ratios can be reduced. According to experts and test participants, the UTT 

system can improve the ability to find trailers and expedite deliveries through knowledge of 

trailer arrivals, unloading, and loading. This information can lead to improvements in customer 

behavior relating to improving the time to turn around trailers for deliveries and preventing the 

use of trailers as storage. The system can also provide the data to improve the collection of

detention charges, even for carriers with good detention programs. It is expected that some of the 

private sector efficiency benefits are currently being realized by the trucking industry. 

75
APPENDIX A: LIST OF ACRONYMS AND 

 DEFINITIONS 

3G Third Generation Wireless. 3G systems provide access, by means of one or 

more radio links, to a wide range of telecommunication services supported by

fixed telecommunication networks and to other services that are specific to

mobile users.

Aux Auxiliary (used for secondary identification purposes) 

Cargo Route Adherence Geo-fencing cargo tracking process of monitoring load location 

CCTV Closed Circuit Television

CDMA Code Division Multiple Access. Use of any form of spread spectrum by

multiple transmitters to send to the same receiver on the same frequency 

channel at the same time without harmful interference. 

Cellular and GPS-Mounted 

Antenna 

Trailer-mounted stealth antenna provided communications through its 

800/1900 MHz cellular antenna and received Global Positioning System

(GPS) positions through its GPS antenna. 

Configuration The custom arrangement of parameters and values (i.e., cargo check interval 

set to every 30 minutes) associated with the security and communications 

technologies being tested during the pilot test. 

DOD Department of Defense 

Door Sensor Trailer-mounted door sensor monitored for a Door Open and/or closed event

on the trailer.

Event Occurrence of cargo status, door status, connect status, geo-fence violation,

or trailer position. 

Electronic Fence Geo-fence area boundary 

FBI Federal Bureau of Investigation

FHWA Federal Highway Administration 

Field Service Tool This tool interfaced with the UTT terminal in the field. The tool provided a 

field support application hosted on portable data assistants (PDAs) that ran 

on the Palm operating system.

FMCSA Federal Motor Carrier Safety Administration

FOT Field Operational Test 

Geo-fence A defined geographical region used to trigger an event when a user enters the 

region. 

GPS Global Positioning System

HAZMAT Hazardous Materials 

HERO Hazards of Electromagnetic Radiation to Ordnance

ID Identification/Identifier

Ku-band A portion of the electromagnetic spectrum in the microwave range of

76
frequencies ranging from 12 to 18 GHz. Used primarily used for satellite 

communications, particularly for satellite backhauls from remote locations 

back to a central location

Landmarks For geo-fencing purposes, the software supported the creation, modification, 

and deletion of custom landmarks by authorized users. 

Likert Scale A type of survey question where respondents are asked to rate the level at

which they agree or disagree with a given statement; used to measure 

attitudes, preferences, and subjective reactions.

MARAD Maritime Administration

MCT Mobile Communications Terminal 

MIPR Mobile Initiated Position Report 

Mobile Unit OmniTRACS Mobile Unit 

NMC Network Management Center, which processes and manages the messaging

traffic between the dispatch center and the fleet 

NOC Network Operations Center 

OmniTRACS A QUALCOMM Inc. developed satellite mobile communications system for 

near real-time data communications, automatic vehicle tracking and satellite 

positioning for the transportation industry. 

OmniTRACS Mobile Unit Ku-band Satellite Mobile Unit

OTA Over the Air 

Over-the-Air Message Wireless message, Ku-band or Terrestrial 

Parameters The custom-configured conditions in a specific scenario, such as “position 

reporting interval,” set with associated values (1 hour) to test the security and 

communications technologies as part of the Pilot test. 

Pilot Test As the follow-on task to the original HAZMAT FOT, an untethered trailer 

tracking and control system was tested to improve the safety and security of

trailers and shipments from origin to destination. 

PDAs Portable Data Assistants 

PHMSA Pipeline and Hazardous Materials Safety Administration 

QTRACS Messaging and location tracking software for the transportation industry 

developed by QUALCOMM Inc. The software allows motor carrier 

dispatchers to keep track of vehicle location, past location history, forwards 

data to third parties, and a variety of other features. 

QTRACS/Web Software interface for OmniTRACS that enables users to send and receive

messages and display vehicle locations. 

Risk Area Geo-fenced keep-out area, an alert is generated when a vehicle enters this

area. 

Route Tolerance Distance vehicle can deviate from geo-fenced route before generating an

alert. 

RSSI Received Signal Strength Indication 

77
SAE Society of Automotive Engineers 

SAIC Science Applications International Corporation 

Satellite Mobile Unit OmniTRACS Mobile Unit 

SCAC Standard Carrier Alpha Code. This is a unique 2- to 4-letter code used to

identify transportation companies, and used to facilitate computerization in

the transportation industry. 

Scenario The condition under which individual or a combination of security and

communications technologies were tested for the Pilot test. 

s.d. Standard Deviation

SDDC Surface Deployment and Distribution Command (U.S. Army) 

Test Team Science Applications International Corporation (SAIC) and QUALCOMM

Tractor Mobile

Communications Terminal

Tractors received wireless tracking and communications systems via a 

terminal with an integrated GPS. These tracking and communications

systems worked in conjunction with the dispatch systems. 

Tractor Power and Satellite 

Tracking System Interface 

The interface included the electrical and mechanical connections between the 

terminal and the trailer in which it was installed. The interface. This 

connection enabled the UTT terminal to draw power from the tractor battery

when connected, for from the UTT system’s rechargeable battery in the 

trailer. 

Trailer Connect Process of connecting trailer to tractor. 

Trailer Disconnect Process of disconnecting trailer from tractor. 

TrailerTRACS/Web Web-based UTT asset management system developed by QUALCOMM. 

TSA Transportation Security Administration

Ultrasonic Cargo Sensor Trailer-mounted sensor used to detect the presence of cargo in the trailer. 

UA Unified Address serial number used to identify the hardware. 

UTT System Untethered Trailer Tracking System; trailer-mounted terrestrial CDMA

trailer tracking device. 

USDOT United States Department of Transportation

Value The custom-configured frequency (1 hour) set with an associated condition

(position reporting interval) to test the security and communications

technologies within scenarios as part of the Pilot test. 

WMD Weapon of Mass Destruction

Wireless Communications 

System 

Ku-band satellite or terrestrial-based wireless communications. 

Wireless Satellite 

Communications 

Ku-band communications 

78
APPENDIX B: REFERENCES 

• “Tracking the Trailer,” by Thomas Strah, Transport Topics, I-Tech Supplement, February 

21, 2005. 

• Hazardous Materials Safety and Security Technology Field Operational Test (FOT) 

Evaluation Final Report Documents: 

− Volume I: Executive Summary, for the Federal Motor Carrier Safety 

Administration, issued November 11, 2004.

− Volume II: Evaluation Final Report Synthesis, for the Federal Motor Carrier

Safety Administration, issued November 11, 2004.

• Untethered Trailer Tracking and Control System Operational Requirements for the 

Federal Motor Carrier Safety Administration, Document, March 23, 2004. 

Supporting Technical Standards Documents 

Table B-1 lists the applicable technical standards documents used to support the UTT system

project. 

79
Table B-1: Applicable Technical Standards Documents 

Document 

Number/Name 

Description 

MIL-HDBK-237B Electromagnetic Compatibility Management Guide for Platforms, Systems, and 

Equipment

MIL-HDBK-240 Hazards of Electromagnetic Radiation to Ordnance Test Guide 

MIL-STD-464 Interface Standard Electromagnetic Environmental Effects Requirements for Systems 

SAE J560 Seven Conductor Electrical Connector for Truck-Trailer Jumper Cable 

MIL-STD-810E Environmental Engineering Considerations and Laboratory Tests 

TMC RP 2401 Recommended Practice, Trailer Tracking Interface Standard 

SAE J1708 Serial Data Communications Between Microcomputer Systems in Heavy-Duty

Vehicle Applications 

JDQ 53.2 John Deere Standard: Environmental Design & Testing of Electronic & Electrical

Components 

SAE J1455 Joint SAE/TMC Recommended Environmental Practices for Electronic Equipment 

Design (Heavy-Duty Trucks)

SAE J1113-13 Electromagnetic Compatibility Measurement Procedure for Vehicle Components 

80
APPENDIX C: UNTETHERED TRAILER 

TRACKING SYSTEM PILOT 

PROTOTYPE TEST CHECKLIST 

The UTT System Pilot Prototype Test Checklist describes the tests performed to verify 

the functionality as it was defined in the System Design Document – Untethered Trailer 

Tracking and Control System. 

Functionality Tested

• Trailer Location and Status 

− Find empty versus loaded trailers 

− Find a specific trailer or all trailers at a specific customer site

− Monitor door sensor activity 

− Monitor “unauthorized” usage of trailers by customer tractor assignment 

− Assign tractor to empty/full trailer 

− Send a message to driver with trailer pickup location 

− Verify trailer is authorized for shipping 

− Monitor the load status of the trailer to verify it is consistent with the carrier’s 

manifest 

• Drop/Hook Monitoring 

− Verify driver connects to the right trailer (empty or loaded) 

− Verify drops are at an authorized location 

− Monitor for unauthorized drops 

• Tracking of Trailer 

− Monitor the route of the trip (tractor position – 15 minutes) 

− Monitor route deviations (host-based route monitoring and mapping) 

− Monitor risk areas (risk area geo-fencing) 

The Prototype Test Checklist document beginning on page 84 is divided into three 

separate scripts, one for each of the scenarios tested. Each script contains the following: 

1. The summary section describes the technology tested in the scenario and 

summarizes the test results. 

2. The configuration section describes the configuration and parameter settings used 

in the UTT and satellite systems. 

81
82

3. The daily operations section describes the test protocols used to test the 

functionality in a manner that mimics the carrier’s daily operations. 
83

Table C-1: Prototype Test Checklist 

Summary of Technology Pass / Fail Test Protocol N

Trailer Location and Status

Find empty vs. not empty trailers 2 Find a specific trailer or all trailers at a specific customer site 3 Monitor door sensor activity 3, 21, 22Monitor “unauthorized” usage of trailer by customer 32, 33, 34, 37, 38, 39, 

Tractor Assignment

Assign tractor to empty/full trailer 5, 6, 7 Send a message to driver with trailer pickup location 5, 6, 7 Verify trailer is authorized for shipping 8, 9, 10, 11, 12, 14Monitor the load status of the trailer to verify it is consistent with the carrier’s manifest 11, 12 

Disconnect/Connect Monitoring

Validate the driver connects to the right trailer (empty or not empty) 8, 9, 10Validate disconnects are at an authorized location 29, 30, 31 Monitor for unauthorized disconnects 20, 23, 24 

Tracking of Trailer 

Monitor the route of the trip, (tractor position – 15 minutes) 14, 15, 16, 17, 27, 28 Monitor route deviations (host based route monitoring and mapping) 18, 26 Monitor risk areas (risk area geo-fencing) 19, 25 
84

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status 

Configuration 

1 2 Setup trailer with the 

following configurations: 

3 1035 – Position 

Reporting Interval (Status Report Interval) 

1 per 24 hours (86,400 seconds) 

2.2.1.1 2.2.3.1 2.2.3.2 2.2.3.3 2.2.3.4 

4 1052 – Terminal 

preset wake interval (unpowered: wakeup every) 

Every 6 hours (21,600 seconds) (1 hour for testing) 

2.2.1.2 2.2.1.3 2.2.2.3 2.2.3.1 

5 1053 – Preset 

Wake Duration 

1 minute 

6 1126 – Stay Wake 

Time 

3 minutes (10,800 seconds) 

7 1121 – Send ID 

over Power Bus for Connect/ Disconnects 

1=Yes Enabled 

2.2.2.1 2.2.2.2 2.2.2.3 
85

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status 

Configuration 

8 1133 – Cargo 

sensor installed 

1=Installed 

9 1108 – Cargo 

sensor check interval 

30 minutes (1,800 seconds) 

2.2.6.1 2.2.6.2 2.2.6.9 

10 1109 – The cargo 

sensor validation interval 

5 minutes (300 seconds) 

2.2.6.5 2.2.6.6 2.2.6.9 

11 1110 – The cargo 

sensor validation rechecks 

1 2.2.6.5 

2.2.6.6 2.2.6.9 

12 1119 – Send cargo 

empty event 

2=Send immediately upon validation 

2.2.6.3 2.2.6.4 2.2.6.9 

13 1120 – Send cargo 

loaded event 

2=Send immediately upon validation 

2.2.6.3 2.2.6.4 2.2.6.9 

14 1041 – Sensor 

Label 3 (door sensor) 

Door 

15 1129 – Sensor 3 

Installed 

1=Installed 

16 1111 – Door 

Validation open time (Verified open after) 

5 seconds 

17 1112 - Door 

Validation closed time (Verified closed after) 

1 minute 
86

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status 

Configuration 

18 1116 – Door 

closed event messaging (On close) 

0=Ignore (disabled) 2.2.7.2 

2.2.7.4 2.2.7.10 

19 1115 – Door open 

events messaging (On open) 

4=Send immediately if cargo is “Not empty” 

2.2.7.1 2.2.7.3 2.2.7.5 2.2.7.6 2.2.7.7 2.2.7.10 

20 1130 – Sensor 4 

Installed (Aux sensor) 

0=Not installed 

21 1124 – Send Status 

Reports when engine on 

1=Yes; for test purposes 

2.2.3.5 

23 TTRACS Company 

Settings System Preferences: 

24 The connect/ 

disconnect event 

Sent immediately upon validation 

25 Trailer position 

proximity 

To the nearest custom landmark 

26 Self-centered geofence default size 

(North/south length) 

0.5 miles 2.2.4.9 

27 (East/west length) 0.5 miles 28 T2 geo-fence 

monitor interval (Unpowered: check every) 

1/hour 2.2.4.3 

2.2.4.4 
87

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status 

Configuration 

29 If trailer enters 

geo-fence 

Send alerts immediately 

2.2.4.1 2.2.4.2 

30 If trailer exits 

geo-fence 

Send alerts immediately 

2.2.4.5 2.2.4.6 

31 Setup Monitoring 

Plan: 

2.2.8.9 

32 Monitoring plan 

ID 

HZMT 

33 Description Hazardous Materials 34 Consider trailers 

lost after 

30 

35 Conditions to 

Monitor Cargo loaded

Medium 

36 Cargo unloaded High 37 Door open High 38 Door closed None 39 Aux Open None 40 Aux Closed None 41 Omni connect Medium 42 Omni disconnect Low 43 Omni disconnect at 

unknown disconnect point 

High 

44 Non-Omni 

movement 

High 

45 Entered geo-fence None 
88

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status 

Configuration 

46 Exited geo-fence High 47 Battery needs 

charge 

Medium 

48 Battery needs 

replacement 

Medium 

49 Alert notification Setup alert 

notification for high, medium and low priority alerts. 

Flash icon on desktopSend e-mail Send to pager 

2.2.8.1 2.2.8.2 

50 Setup Trailer Types: 51 Trailer type DRV 52 Description Dry van 53 Default monitoring 

plan 

HZMT 

54 Auto-stop 

monitoring plan 

HZMT 

55 Multi unit capable Y 56 Setup Trailer 

Landmarks: 

57 Landmark 

configuration 

Create Landmarks for Shipper, and Consignee locations. 

2.2.3.10 

58 Mobile Unit Setup: 59 MIPR rate 1/ hour 60 TTRACS enabled 61 Time Zone PDT 62 Power down timer 5 
89

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status 

Configuration 

63 Wake-up timer 

interval 

0 

64 Total wake-up 

power time 

5 

65 66 QTRACS/Web 

Setup: 

67 FWD macro 

creation 

01 Load Assignment 02 Unauthorized Disconnect Warning 

68 Return macro 

creation 

01 Arrived at Shipper02 Loaded and Leaving 03 Arrived Stop/Final04 E-Call 05 Accept Load 06 Fuel Requested 

69 Landmark 

configuration 

Create Landmarks for Shipper location Consignee location Carrier location 

70 Create Route Alisio Creek 71 Create Geo-fenced 

Risk Area 

Nuclear Power Plant 
90

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

0 Test Setup/Start Driver disconnects 

trailer, verify cargo simulator is down, makes sure door is closed and sends message “Ready to start test.” Drive tractor to carrier location. 

1 Dispatch Login Dispatcher logs into 

the TTRACS/Web application in preparation for dispatching drivers to pickup trailers and loads. Dispatcher logs into the QTRACS/Web application in preparation for sending messages to the driver. (optional) 

Verify the dispatcher can login to TrailerTRACS/Web.Verify the dispatcher can login to QTRACS/Web. 

2 Request status report Dispatcher wants 

updated status on two trailers that appear to be closest to location of interest. Dispatcher selects trailers and does a 'Request Latest Status'. 

Verify that a status report is returned for the UTT terminal in the timeframe configured. 

Timestamp, Lat/Lon, Trailer Id, SCAC 

2.2.1.1 2.2.1.2 2.2.1.3 2.2.6.8 2.2.6.9 
91

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

3 Find Trailer Dispatcher clicks on 

the “Find Trailers” tab to search for desired trailer. a. Specific trailer location b. Trailers based on cargo status (empty/full) c. Trailers near a specific landmark d. All trailers 

Verify when dispatcher enters specific trailer ID that the correct trailer detail is displayed. Verify when dispatcher selects Current Trailer Status and enters empty in Cargo list, only empty trailers are listed. Verify when dispatcher selects Trailers Near a Landmark link and enters 10 miles that the correct trailers display. Verify when dispatcher selects Current Trailer Status he sees all trailers in the account. 

2.2.3.102.2.3.112.2.3.12 

4 Driver Login Driver arrives at 

truck, starts ignition and sends message to dispatch that he is ready for assignment. 

Verify message is received and read. Verify message is from Carrier location. 
92

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

5 Assign Trailer(s) 

(optional) 

The dispatcher creates a load assignment/pickup macro instructing the driver where to pickup the next trailer and load. The OmniTRACS messaging system (via QT/Web) is used to send the message to the driver. 

Verify the dispatcher can create a forward load assignment macro with return receipt and that it gets sent. 

Timestamp, Forward macro#, Tractor ID, Lat/Lon, msg length, type (text/binary), user fields 

6 Accept assignment 

(optional) 

The driver reads the load assignment macro. 

Verify the load assignment can be read and that dispatcher gets notification of the receipt. 

7 Accept assignment 

(optional) 

The driver sends a load accepted macro. 

Verify the load accepted macro is sent and received at host system. 

Timestamp, return macro#,Tractor ID, Lat/Lon, msg length, type (text/binary), user fields 

8 Connecting a Trailer The driver arrives at 

trailer pickup location and attaches to the assigned trailer. The OmniTRACS terminal detects via 

Verify the driver can see that the correct trailer UA is connected on the MCT display. 
93

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

the 7-way an untethered trailer terminal connected to the tractor. 

9 Connecting a Trailer The OmniTRACS 

terminal sends a connect message to the NOC. The NOC forwards the event to the TrailerTRACS/ Web application. 

Verify the connect message is generated by the Untethered TrailerTRACS device and is displayed in TTRACS/Web 

Timestamp, Origin (Vehicle), Lat/Lon, Trailer Id, Event (connect) 

2.2.2.1 2.2.2.2 

10 Connecting a Trailer Dispatcher gets an 

alert for the connect.Dispatcher validates that the trailer is connected to the assigned tractor. He acknowledges alert and the acknowledgement is logged. 

Verify the dispatcher receives a notification (email, page, system tray alert) that there has been a connect to the proper trailer. Verify when the alert is viewed (Description=Omni connect) and that the dispatcher name is logged. 

2.2.2.1 2.2.2.2 

11 Stage load Driver covers the 

cargo sensor to simulate full load. 

Verify the dispatcher gets a Cargo Loaded Event following this activity. 

Timestamp, Lat/Lon, Trailer Id, Event (Not empty) 

2.2.6.1 2.2.6.2 2.2.6.3 2.2.6.4 2.2.6.5 2.2.6.7 
94

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

12 Stage load Dispatcher gets an 

alert for the cargo loaded status. Dispatcher acknowledges alert and the acknowledgement is logged. 

Verify dispatcher receives an alert with priority specified. Verify that the alert is acknowledged when read and the dispatcher id is logged. 

2.2.8.1 2.2.8.2 2.2.8.3 

13 Monitor Trailer 

Door Activity 

Upon completing the trailer loading, the trailer door is closed. Due to the configuration, Door Closed event is not sent. 

Verify that the dispatcher does not get a Door Closed Event following this activity. 

2.2.7.4 

14 Monitor the Trailer 

en-route (optional) 

The driver departs for the destination. The driver sends a “departing macro” to the dispatcher via the OmniTRACS satellite system (optional). 

Verify the driver is able to send a departing macro. Verify the dispatcher receives the departing macro. 

Timestamp, return macro#,Tractor ID, Lat/Lon, msg length, type (text/binary), user fields 

15 Host Based Route 

Monitoring (optional) 

The carrier initiates a trip by assigning a tractor to a predefined route using the QTRACS/Web application. 

Verify that on QTRACS/Web the dispatcher is able to start the vehicle on a trip on the assigned route. 

Timestamp, Tractor ID, Lat/Lon, Trip ID, Event (Start Trip) 

2.2.4.102.2.4.112.2.4.122.2.4.132.2.4.142.2.4.152.2.4.162.2.4.17 
95

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

16 Host Based Route 

Monitoring (optional) 

The QTRACS/Web application will commence the monitoring of the tractor's trip by scheduling the “on route” positioning interval (e.g., every 15 minutes). 

Verify the system starts 15-minute position ping while the unit is on route. 

Timestamp, Tractor ID Lat/Lon, Proximity 

17 Host Based Route 

Monitoring (optional) 

The QTRACS/Web application monitors the vehicle for positions and route progress. 

Verify the vehicle displays positions on the route map. 

2.2.3.6 2.2.4.15 

18 Host Based Route 

Monitoring (optional) 

The QTRACS/Web application monitors for any route deviation and alerts the dispatcher if a deviation occurs. The Driver deviates from his predefined route. The Driver sends Return Macro # 6 "Fuel Requested". 

Verify Out of Route Alert is sent to dispatcher via email or pager identifying information related to the violation. Verify pop-up alert is displayed on QTRACS/Web. Verify the ping rate increases to the value identified for out of route. 

Timestamp, Origin (Vehicle), Lat/Lon, Geo-fence ID, Event (Off Route) 

2.2.4.17 
96

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

19 Host Based Route 

Monitoring (optional) 

Driver enters keep out risk area that he has been told to avoid. 

Verify a Violating Geo-fence Alert is sent to dispatcher via email or pager identifying information related to the violation. Verify pop-up alert is displayed on QTRACS/Web. Verify the ping rate increases to the value identified for entering a risk area. 

Timestamp, Origin (Vehicle), Lat/Lon, Geo-fence ID, Event (Violated Geofence) 

2.2.4.17 

20 Monitoring for 

unauthorized disconnect 

Driver does a disconnect in risk area, which is considered an unauthorized disconnect. 

Verify that an Unauthorized Disconnect Alert is sent to dispatcher. 

Timestamp, Origin (Vehicle), Lat/Lon, Trailer Id, Event (disconnect) 

2.2.8.6 

21 Monitoring for 

unauthorized disconnect 

Driver opens the door. The trailer terminal recognized that an open door event has occurred. The trailer terminal determines based on the trailer configuration if an alert is required. The Trailer terminal generates an alert and send sit OTA to 

Verify the Open Door Event occurs and is displayed on TTRACS/Web. 

Timestamp, Lat/Lon, Trailer Id, Event (Door Open) 

2.2.7.1 2.2.7.2 2.2.7.3 2.2.7.4 2.2.7.5 2.2.7.6 2.2.7.8 2.2.7.9 2.2.7.10 
97

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

the TrailerTRACS/ Web application. 

22 Monitoring for 

unauthorized disconnect 

Dispatcher receives an alert that a door has been opened on a non-empty trailer. 

Verify the Open Door Alert occurs and is displayed on TTRACS/Web. 

2.2.8.8 

23 Monitoring for 

unauthorized disconnect (optional) 

Dispatcher sends message to driver to reconnect and return to route. 

Verify message is received and read. 

Timestamp, Forward macro#, Tractor ID, Lat/Lon, msg length, type (text/binary), user fields 

24 Monitoring for 

unauthorized disconnect (optional) 

Driver reconnects trailer to tractor. 

Verify connect message is received. 

25 Host Based Route 

Monitoring (optional) 

Driver exits keep out risk area. 

Verify an Exited Geo-fence Alert is sent to dispatcher via email or pager identifying relevant information. Verify pop-up alert is displayed on QTRACS/Web. 

Timestamp, Tractor ID, Lat/Lon, Geo-fence ID, Event (Exiting Geofence) 
98

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

26 Host Based Route 

Monitoring (optional) 

Driver returns to predefined route. 

Verify a Back in Route Alert is sent to dispatcher via email or pager identifying relevant information. Verify pop-up alert is displayed on QTRACS/Web. 

Timestamp, Tractor ID, Lat/Lon, Geo-fence ID, Event (On Route) 

27 Host Based Route 

Monitoring (optional) 

The driver arrives at the consignee. The driver sends an arrived at consignee macro. 

Verify driver can send the arrived at stop/final macro. Verify the dispatcher can view the arrived at stop/final macro on host system. 

Timestamp, return macro#,Tractor ID, Lat/Lon, msg length, type (text/binary), user fields 

28 Host Based Route 

Monitoring (optional) 

The dispatcher initiates a trip end when a tractor arrives at the predefined route destination. 

Verify the dispatcher is able to identify that the truck has arrived at the proper location and is able to end the trip. 

Timestamp, Tractor ID, Lat/Lon, Trip ID, Event (End Trip) 

29 Trailer arrives at 

destination 

The driver disconnects the trailer at the designated location. 

Verify the trailer ID no longer displays on the OmniTRACS terminal display. 
99

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

30 Trailer arrives at 

destination 

The OmniTRACS terminal detects that the untethered trailer terminal is no longer connected and sends a disconnect message to the NOC. The NOC forwards the event to the TrailerTRACS/Web application, alerting the dispatcher of the trailer disconnect. 

Verify the disconnect message is displayed on TrailerTRACS/Web application (Nonempty Trailer Disconnect Alert). 

Timestamp, Origin (Vehicle), Lat/Lon, Trailer Id, Event (Disconnect) 

2.2.2.1 2.2.2.2 2.2.2.3 

31 Trailer arrives at 

destination 

The dispatcher receives an alert that a non-empty trailer has been disconnected at an authorized location. The dispatcher validates that the trailer is disconnected in an authorized disconnect location. 

Verify the dispatcher gets a disconnect alert. Verify the dispatcher can identify that the Trailer is in an authorized location by identifying the position of the disconnect on the map or confirming the landmark. (Trailer position history with map). Verify the dispatcher can validate the last cargo status is not empty. 
100

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

32 Geo-fencing the 

Disconnected Trailer 

The dispatcher can choose to create a geo-fence surrounding this disconnected trailer. 

Verify the dispatcher can create a selfcentered geo-fence around the trailer with 1 mile east/west and north/south coordinates, and 1 day start and stop time. The wake-up interval should be every 5 minutes and the type of geo-fence is alert on exit. 

2.2.4.1 2.2.4.2 2.2.4.3 2.2.4.4 2.2.4.5 2.2.4.6 2.2.4.7 2.2.4.9 2.2.5.1 2.2.5.2 2.2.5.3 2.2.5.4 2.2.5.5 2.2.5.6 2.2.5.7 

33 Geo-fencing the 

Disconnected Trailer 

The TrailerTRACS/ Web application generates a message with the updated information and sends it to the trailer terminal via the NOC, Terrestrial Network to the trailer terminal. 

Verify the TTRACS/Web identifies a geofence has been sent to the trailer. 

34 Geo-fencing the 

Disconnected Trailer 

An “electronic fence” is set around the trailer, which the trailer terminal will monitor based on its configuration. The dispatcher using TTRACS/ Web has the option to view the geo-fence on the map. 

Verify the dispatcher, using TrailerTRACS/Web has the option to view the geo-fence on a map. Check the Positions Details. 

2.2.3.7 2.2.4.8 
101

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

35 Cargo Tracking: ECall (optional) The driver sends a message to the 

carrier indicating that he has disconnected the load at the consignee. 

Verify driver can send the e-call macro. Verify the dispatcher can view the e-call macro on host system. 

Timestamp, return macro#,Origin (Vehicle), Lat/Lon, message length, type (text/binary), user fields 

36 Cargo Tracking: 

New Load Assignment (optional) 

The dispatcher sends message to driver to return to Shipper location. The driver leaves the consignee and heads back. 

Verify message is sent, received and read by driver. 

Timestamp, forward macro#, Origin (Vehicle), Lat/Lon, msg length, type (text/binary), user fields 

37 Untethered trailer 

geo-fence alert 

Driver turns off the engine and lets the MCT power down timer elapse. Then he connects the trailer back to the tractor. No connect event is sent from the OmniTRACS system since it is in shutdown. 

Verify no tractor positions are received on return trip. 

38 Untethered trailer 

geo-fence alert 

The Trailer terminal will wake-up based on the customer configurable setting (e.g. every hour) to determine if the geoVerify the dispatcher receives an Exited Geo-fence Alert notification. Timestamp, Lat/Lon, Trailer Id, Event (Exiting Geo- 2.2.4.3 2.2.8.5 2.2.8.3 
102

No. Scenario Test Description Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

fence violation has occurred. Move the trailer outside of the geofence. If the trailer has left the geo-fenced area, the trailer terminal will send a Geofence Violation Alert to the carrier. 

Verify that when alert message is acknowledged the user is logged. 

fence) 

39 Untethered trailer 

geo-fence alert 

When trailer exits the geo-fence, the dispatch changes the Status Report interval to 15 minutes and tracks the trailer. 

Verify positions for the trailer are received every 15 minutes. 

Timestamp, Lat/Lon, Trailer Id, SCAC 

2.2.31 2.2.3.2 2.2.3.2 2.2.3.4 

40 Trailer monitoring When tractor returns 

to Shipper, driver needs to disconnect the trailer, turn on the MCT and let it power up, then do a connect. 

Verify that when a connect is received the TrailerTRACS application identifies that the trailer has moved from its last disconnected location. 

2.2.8.5 
103

Scenario Test

Description No. Methodology Expected Result Data Fields Rqm’t Status FR 

Daily Operations 

41 Test End Driver sends 

message “Test End” when tasks arecomplete. Dispatcher sends message “Test End” when tasks arecomplete. Dispatcher runs Event History reportto gather informationon trailer. 

Verify the Event History report runs properly with correct information.Verify data collection against web-based userinterfaces. 

2.4.1.1 
104

APPENDIX D: UNTETHERED TRAILER TRACKING 

SYSTEM PILOT AUTOMATED DATA 

CAPTURE FORMAT 

A tool was developed to collect UTT system data from the host application database. This tool 

was run on a weekly basis to collect UTT system data from each of the three participating 

carriers. 

The table beginning on the following page is representative of the data collected automatically 

from the NOC showing a sample of the collected data and data descriptions. The actual data was 

provided in pipe-delimited format for parsing by analysis software. In addition, data was 

reviewed by QUALCOMM personnel to identify inconsistencies and verify customer 

participation. All data was archived. 
Transaction

Type

Date Time Time 

Zone 

Veh. 

ID 

Comm

Unit# 

Trailer ID Cargo Door Macro# Macro

Ver. 

Event Type LAT LONG Proximity 

L

TRAILER 

EVENT 

12/19/04 00:26:46 GMT 0 XX1810005 EMPTY CLOSED 0 0 STATUS 

REPORT 

140021 -0312914 Crane 

IN 47522 

TRAILER 

EVENT 

12/20/04 00:26:46 GMT 0 XX1810005 EMPTY CLOSED 0 0 STATUS 

REPORT 

140021 -0312914 Crane 

IN 47522 

TRAILER 

EVENT 

12/21/04 00:26:46 GMT 0 XX1810005 EMPTY CLOSED 0 0 STATUS 

REPORT 

140024 -0312914 Crane 

IN 47522 

TRAILER 

EVENT 

12/21/04 18:30:21 GMT 0 XX1810005 NOT 

EMPTY

OPEN 0 0 CARGO

LOADED 

139986 -0312782 1 ESE 

Crane 

IN 47522 

TRAILER 

EVENT 

12/21/04 19:25:39 GMT 0 XX1810005 NOT 

EMPTY

CLOSED 0 0 DOOR

SENSOR 

CLOSED 

139986 -0312781 1 ESE 

Crane 

IN 47522 

TRAILER 

EVENT 

12/22/04 19:00:35 GMT 0 XX1810005 NOT 

EMPTY

CLOSED 0 0 STATUS

REPORT 

140022 -0312913 Crane 

IN 47522 

105
106

tion

e

Date Time Time 

Zone 

Veh. 

ID 

Comm

Unit# 

Trailer ID Cargo Door Macro# Macro

Ver. 

Event Type LAT LONG Proximity 

L

Transac 

Typ

TRAILER 

EVENT 

12/23/04 19:00:35 GMT 0 XX1810005 NOT 

EMPTY

CLOSED 0 0 STATUS

REPORT 

140022 -0312916 Crane 

IN 47522 

TRAILER 

EVENT 

12/24/04 17:42:13 GMT 5885 717484 XX1810005 NOT 

EMPTY

CLOSED 0 0 OMNI

CONNECT 

(UTT) 

140022 -0312927 Crane 

IN 47522 

TRAILER 

EVENT 

12/24/04 19:00:35 GMT 5885 717484 XX1810005 NOT 

EMPTY

CLOSED 0 0 STATUS

REPORT 

138357 -0312976 2 N 

Haysville 

IN 47546 

TRAILER 

EVENT 

12/25/04 19:00:35 GMT 5885 717484 XX1810005 NOT 

EMPTY

CLOSED 0 0 STATUS

REPORT 

126395 -0287253 3 NNW 

Ellerbe 

NC 28338 
107

APPENDIX E: UNTETHERED TRAILER TRACKING

SYSTEM PILOT SAMPLE MANUAL

LOG DATA

During the testing, various data collection sources were used to measure and evaluate the UTT

system. Each of the carrier’s dispatchers maintained a manual data collection log in bound 

serialized books for accurate and timely collection of data. They completed the manual logs as 

they performed their daily dispatch activities. A minimum of one dispatcher at each carrier 

location was asked to complete the log for their assigned trailers. These were used for trailers

with and without the UTT system.

The Manual Log instructions for the dispatchers were as follows: 

Instructions: 

1. Data entry errors are expected. Never erase entries. Correct errors by putting a single line 

through an error: Error occurred here.

2. Record occurrences when the expected result occurred as well as when the unexpected result 

occurred. They are equally important.

3. Retain and return all notebooks including ones with coffee and food stains. 

4. Never remove a page from the notebook even if it has stains on it.

Please write legibly since someone will type your results in for analysis. This includes initials. 

If it is impossible to retain a page or notebook, copy the pages so we can see them.

A sample of a filled in daily Manual Log, Figure E-1, is shown on the next page. 
Figure E-1: Example of UTT Manual Participant Log 

108
APPENDIX F: UNTETHERED TRAILER TRACKING 

SYSTEM PILOT ON-SITE TEST 

PARTICIPANT INTERVIEW GUIDE 

Disagree Agree N/A 

1 2 3 4 5

1. The deployed UTT system has made a favorable impression 

upon yourself and others at your company.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

2. The UTT system has been used significantly and on a regular 

basis.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

3. The UTT system required significant staff resources including 

time.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

 

4. The initial training provided adequate to prepare personnel to 

use the UTT system.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

5. The dispatchers responded positively to using the UTT system.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

109
Disagree Agree N/A 

1 2 3 4 5

6. The UTT system might prove to be an improvement to your 

existing operations.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

________________________________________________________

7. The UTT system has been easy to use.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

________________________________________________________

8. The UTT system has been reliable.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

________________________________________________________

9. The UTT system has allowed for better/easier tracking of 

loads, drivers, and vehicles.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

10. The UTT system has improved customer service and 

Estimated Time of Arrivals for pick-ups and deliveries.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

11. The UTT system has provided an increased sense security and 

safety for company employees.      

Comments:_______________________________________________

_________________________________________________________

_________________________________________________________

_________________________________________________________ 

110
General Technology Comments 

The test team will collect general comments concerning the deployed test technologies at each 

participant test site: 

• Wireless Satellite Communications 

• UTT Terminal 

• Cargo Sensor 

• Door Sensor 

• Geo-Fencing 

• Connects/Disconnects 

111
For more information on the Federal 

Motor Carrier Safety Administration, check 

out our website at www.fmcsa.dot.gov. Report No. FMCSA-MCRRT-06-002