Untethered Trailer Tracking and Control System Operational 

Requirements Document 

August 2005 
Foreword 

The U.S. Department of Transportation (USDOT), Federal Motor Carrier Safety Administration 

(FMCSA) funded this pilot test to (1) develop generic voluntary requirements for an untethered 

trailer tracking system using as a model QUALCOMM’s proprietary T2 Untethered Trailer 

Tracking system that includes specific capabilities and (2) field test a system that meets these 

requirements. 

This report outlines the requirements for this untethered trailer tracking system, provides a 

detailed break down of the individual technologies used, and explains how they will be field 

tested to provide evidence that the technologies meet the designated requirements. 

The results from this project can be used by motor carriers as system guidelines for voluntary 

adoption of untethered trailer tracking systems within their trucking fleets. 

This is a final report developed under FMCSA’s deployment of untethered trailer tracking 

system program. It does not supersede an earlier report on the subject. Note that certain 

confidential and proprietary information that pertains to QUALCOMM’s proprietary technology 

has been removed.

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-06-001 

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

 

4. Title and Subtitle 

Untethered Trailer Tracking and Control System, Operational Requirements 

5. Report Date 

August 2005 

 6. Performing Organization Code 

7. Authors 

Amy Houser (FMCSA), Jonathan McQueen (QUALCOMM), Derrick Vercoe 

(QUALCOMM) 

8. Performing Organization Report No. 

 

9. Performing Organization Name and Address 

Science Applications International Corporation (SAIC) 

Information Technology Integration Group 

10250 Campus Point Drive, MS T2-B 

San Diego, CA 92121 

10. Work Unit No. (TRAIS) 

 

11. Contract or Grant No. 

DTMC75-03-F-0049 

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 

13. Type of Report and Period Covered

Final Report, 

August 2003-August 2005 

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 U.S. Department of Transportation (USDOT), Federal Motor Carrier Safety Administration (FMCSA) funded this pilot 

test to (1) develop generic voluntary requirements for an untethered trailer tracking system using as a model a proprietary 

system that includes specific capabilities, and (2) field test a system that meets these requirements. 

This document outlines the requirements for this untethered trailer tracking system, provides a detailed break down of the 

individual technologies used, and outlines how, using a total of seventy five (75) trailers outfitted with QUALCOMM’s T2 

Untethered Trailer Tracking units and door and cargo sensors, these requirements could be met under three different operational

scenarios (Truck load/Dry Van, High Value, Explosives/Hazmat) using field tests. 

Key Words 

Active Safety Systems, Commercial Motor Vehicles, Freight 

Security, National Test, Technology Evaluation. TractorTrailers, Untethered Trailer Tracking, Weapons of Mass 

Destruction 

18. Distribution Statement 

No restrictions. 

19. Security Classif. (of this report) 

Unclassified 

20. Security Classif. (of this page) 

Unclassified 

21.No of Pages 

29 

22. Price 

N/A 
SI* (MODERN METRIC) CONVERSION FACTORS 

APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FRO

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 incft feet 0.305 meters m m meters 3.28 feeyd yards 0.914 meters m m meters 1.09 Yami miles 1.61 kilometers km km kilometers 0.621 mi

AREA AREA

in2 square inches 645.2 square millimeters mm2 mm2 square millimeters 0.0016 squft2 square feet 0.093 square meters m2 m2 square meters 10.764 squyd2 square yards 0.836 square meters m2 m2 square meters 1.195 squac acres 0.405 hectares ha ha hectares 2.47 acrmi2 square miles 2.59 square kilometers km2 km2 square kilometers 0.386 squ

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 sho

TEMPERATURE (exact) TEMPERATURE (exac

°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 S

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) Pilot Test was sponsored by the Federal Motor Carrier 

Safety Administration’s (FMCSA) Technology Division. Managed by Ms. Amy Houser of 

FMCSA, the UTT Pilot Test included multiple developmental and operational phases. 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. 

Bill Aird, Maritime Administration 

Deborah Freund, Federal Motor Carrier 

 Safety Administration 

Kate Hartman, Federal Highway 

 Administration 

Doug McKelvey, Federal Motor Carrier 

 Safety Administration 

Mike Onder, Federal Highway 

 Administration 

Mike Wolfe, North River Consulting Group 

Joe Delorenzo, Federal Motor Carrier 

 Safety 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 

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 

1 INTRODUCTION....................................................................................................... 1

2 REQUIREMENTS ..................................................................................................... 2

2.1 Functional Requirements................................................................................................................................3

2.1.1 Near Real-time Trailer Identification.........................................................................................................3

2.1.2 Time of Trailer Connection and Disconnection.........................................................................................4

2.1.3 Trailer Location and Mapping ...................................................................................................................4

2.1.4 Geo-fencing ...............................................................................................................................................6

2.1.5 Trailer Cargo Sensing ................................................................................................................................7

2.1.6 Trailer Door Sensing..................................................................................................................................8

2.1.7 Alerts .........................................................................................................................................................9

2.1.8 HERO Certification .................................................................................................................................10

2.2 System Interface Requirements....................................................................................................................10

2.2.1 Interface Configurations..........................................................................................................................10

2.3 Data Requirements........................................................................................................................................11

2.3.1 Test Information Stored...........................................................................................................................12

2.3.2 Test Data Collection Rates ......................................................................................................................12

2.3.3 Test Data Storage Means and Format......................................................................................................12

2.3.4 Test Data Retrieval ..................................................................................................................................12

2.4 Hardware and Software Requirements.......................................................................................................13

2.4.1 Hardware Requirements ..........................................................................................................................13

2.4.2 Software Requirements............................................................................................................................17

2.5 Lifecycle Requirements.................................................................................................................................18

2.5.1 Hardware Life Expectancy ......................................................................................................................18

2.5.2 Ability to Accommodate Future Requirements.......................................................................................19

2.6 Test Performance Requirements..................................................................................................................19

2.6.1 Accuracy..................................................................................................................................................19

2.6.2 Repeatability............................................................................................................................................20

2.6.3 Reliability during the Test .......................................................................................................................20

3 LIST OF ACRONYMS............................................................................................. 21

4 APPLICABLE DOCUMENTS ................................................................................. 22 
1 Introduction 

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 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 (HAZMAT FOT) 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 project to: (1) develop generic voluntary requirements for 

an untethered trailer tracking system using as a model a proprietary system that includes 

specific capabilities, and (2) field test a system that meets these requirements. 

The requirements section of this document briefly describes the development of requirements 

for the UTT system tested in the pilot and then lists the functional requirements and 

constraints in detail. 

1
2 Requirements 

Table 2-1 provides an overview of the top-level requirements that serve as a basis for 

developing the detailed requirements specified in this document. 

Table 2-1: Top-level Requirements Overview 

1 Real-time trailer identification: Provide trailer number, status, and location 

2 Accurate time of connection and disconnection activities: Provide time and position of a trailer hook and 

drop 

3 Location and mapping of trailers: Provide a map showing a trailer’s location 

4 Geo-fencing to identify a risk area to monitor: Provide geo-fencing for keeping a trailer in and out of a 

risk area 

5 Unscheduled movement notification: Provide a notification of a trailer that moved outside of its geofence 

6 Remote sensing of a loaded or empty trailer: Provide an indication of a loaded or empty trailer 

7 Door sensors: Provide an indication of open or closed doors 

8 Alerts: Provide alerts for geo-fencing and cargo and door events 

Three scenarios were developed to test the requirements in regard to safety, security, and 

trailer utilization:

 Scenario 1: Truckload/Dry Van 

o Scenario 1 will include trailer tracking of the Truckload/Dry Van portion of

the trucking industry. Loads are general dry freight, such as electronics, 

clothing, and potatoes. The loads will vary throughout the season, and will 

be delivered throughout the 48 states. 

 Scenario 2: Truckload/High Value 

o Scenario 2 will include trailer tracking of the Truckload/HighValue portion 

of the trucking industry. Loads are general high-value dry freight, such as 

retail items, electronics, and food. The loads will vary throughout the season, 

and will be delivered throughout the 48 states. 

 Scenario 3: HAZMAT/Explosives 

o Scenario 3 will include trailer tracking of the HAZMAT/Explosives portion 

of the trucking industry. Loads are Class 1.1 – 1.6 explosives. The loads 

will vary throughout the season, and will be delivered throughout the 48 

states. The transport of some U.S. military loads requires mandated satellite 

mobile communications systems on the tractors in this scenario. 

Table 2-2 depicts the mapping of the requirements to the three pilot test scenarios: 

2
Table 2-2: Requirements to Scenarios Mapping 

Scenario

Function 1 2 3 

1 Near real-time trailer identification X X X

2 Accurate time of connection and disconnection activities X X X 

3 Location and mapping of trailers X X X

4 Geo-fencing to identify a risk area X 

5 Unscheduled movement notification X X 

6 Remote sensing of a loaded or empty trailer X X X 

7 Door sensors X X

8 Alerts X X

2.1 Functional Requirements 

The following sections contain a definition and the UTT system functional requirements. 

2.1.1 Near Real-time Trailer Identification 

Definition

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

the trailer. The UTT system terminal monitors the Global Positioning System (GPS) for its 

location, checks other on-board sensors, and sends this information over the air (OTA). The 

information presented to the user includes the trailer identification number (ID) and trailer 

type, as well as the user Standard Carrier Alpha Code (SCAC). The user can view the host 

software to find the latest trailer location and status on a map. Trailer locations are displayed 

relative to predefined landmarks or street or highway intersections. The trailer status refers 

primarily to three key pieces of information: whether the trailer has cargo or is empty, 

whether the door is open or closed, and whether the trailer is connected or disconnected to a 

tractor. If the latest scheduled report is not sufficiently current, the user can request an update 

from the UTT system 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. 

Performance constraints and requirements

2.1.1.1 The UTT system allows a user to request and obtain the current trailer status 

information from the terminal, which includes at minimum the trailer position, 

cargo status, door status, and status of any other sensors, if installed. 

2.1.1.2 The UTT terminal shall wake up to listen for status requests at user-configurable 

intervals, which will include at minimum: never; once per 30 minutes; and once per 

1, 2, 6, 8, and 12 hours. 

2.1.1.3 The UTT terminal shall default to wake up and listen for requests for status once per 

6 hours. 

3
2.1.2 Time of Trailer Connection and Disconnection 

Definition

The time of trailer connection and disconnection refers to the time that a trailer is physically 

connected or disconnected from a tractor. For example, a trailer is typically disconnected 

from the tractor when the tractor-trailer arrives at a destination where the trailer may be 

unloaded while the tractor departs to pick up and move another trailer. For this pilot test, the 

ID number of a tractor connected to or being disconnected from a trailer will be visible only 

when the trailer is interfacing with a tractor equipped with the QUALCOMM OmniTRACS 

satellite mobile communications tracking system on the tractor. 

Performance constraints and requirements

2.1.2.1 The UTT system shall detect and record time of trailer connections and 

disconnections. 

2.1.2.2 The connection and disconnection times recorded by the UTT system shall be 

accurate within 15 minutes of the actual connection and disconnection times. 

2.1.2.3 The UTT system connection and disconnection events shall be sent immediately 

upon validation by default. 

2.1.3 Trailer Location and Mapping 

Definition

Trailer positions are established via GPS or other locating technology. The UTT system

terminal is configurable to wake up to check for positions at user-defined intervals. Once the 

position has been established, the coordinates are reported to the user visually at the carrier 

site through a map interface. Although latitude and longitude are provided, the user would 

normally see the trailer’s position on a map with reference to highways, streets, intersections, 

or user-defined landmarks. 

UTT system communication coverage for the United States is expected to be greater than 

90% of the geographical area of the 48 contiguous states. Although complete coverage in 

Canada and Mexico may be beneficial, it is not listed as a requirement due to a dependency 

on third-party telecommunication providers. 

Performance constraints and requirements

2.1.3.1 UTT system position reporting intervals shall be user-configurable OTA. 

2.1.3.2 UTT system position reporting intervals shall be configurable at a minimum to: 

never; 15 minutes; 1, 6, 8, 12, 24 hours; and then once per day until the 30th day. 

(Reporting intervals that are more frequent than 15 minutes may be utilized in 

certain instances, such as trying to locate a stolen trailer.) 

4
2.1.3.3 UTT system position reporting intervals of less than 60 minutes shall be 

configurable by the system administrators only, unless system administrators have 

given a user the capability to change the position reporting interval to less than 60 

minutes. (The purpose of this requirement is to prevent excessive messaging and 

battery drain, especially for users who may not clearly understand the constraints of 

the system.)

2.1.3.4 The UTT system shall provide a daily interval for position reports by default. 

2.1.3.5 The UTT system shall provide the configurable capability to suppress scheduled 

position reports when power is detected on Pin 7 of the SAE J560 connector. (The 

SAE J560 is the standard connector used to connect the electrical system of a trailer 

to a tractor, and power on Pin 7 may indicate that a tractor is attached to the trailer. 

If there is a mobile communications system on a tractor tethered to a trailer, position 

reports may be more cost effectively sent from the tractor system versus the UTT 

system. When the tractor mobile communications system is non-operational or more 

frequent trailer positioning updates are required, the UTT system can be effectively 

utilized to provide this information.) 

2.1.3.6 The UTT system shall support a mapping module including street-level maps for the 

United States, Canada, and Mexico. 

2.1.3.7 The UTT system shall provide visibility to active geo-fences, cargo event locations, 

door event locations, connection and disconnection locations, and historical 

positions on maps. (For the UTT system tested in the pilot test, geo-fences will be 

visible on maps as polygons or circles overlaid on the map, and geo-fence violations 

will be visible as icons appearing in a line item for a trailer.) 

2.1.3.8 The UTT system shall allow users to view one or more selected trailers with 

proximity from pre-defined landmarks on a map display. (For the UTT system

tested in the pilot test, there is no maximum limit to the number of trailers that may 

be displayed on maps, although in an area densely populated with trailers, viewing 

can be difficult. A pop-up list of ‘hidden’ trailers provides visibility to the trailers 

that may be overlapped on the display.) 

2.1.3.9 The UTT system shall provide the ability for users to view the position history of a 

trailer on a map display for a user selected period of time or a default setting to the 

prior week. 

Landmarks 

2.1.3.10 The UTT system software shall support the creation, modification, and deletion of 

custom landmarks by authorized users. 

2.1.3.11 The UTT system software shall support the display of trailer positions with 

proximity to the nearest custom landmark, if configured as such under user’s 

preferences. This allows the user to display all position reports in terms of the 

trailer’s proximity to a landmark. 

5
2.1.3.12 The UTT system software shall support the query for trailers near a specified 

landmark within a specified distance, which allows the user to query for any trailer 

within a certain distance from a landmark. 

2.1.4 Geo-fencing 

Definition

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 an 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. Once the geo-fence is set and configured to provide an alert, the terminal 

will send a notification to the user if the trailer crosses the geo-fence boundary. The geofence will send an alert when a trailer exits or enters the boundary through an email or pager 

notification. Geo-fences may also be removed or inactivated for trailers or groups of trailers 

at any time. 

The UTT system will provide 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 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. 

A geo-fence might be used to ensure that a trailer remained in a general area, such as the Los 

Angeles basin. In this example, the user would create a geo-fence around Los Angeles and 

then assign that geo-fence to a trailer or group of trailers. If a trailer was taken from the Los 

Angeles area, an alert would be generated and the user notified. This type of geo-fence might 

permanently remain in effect if this trailer or group of trailers were meant to stay in that area 

indefinitely. A geo-fence could also be created around a particular destination, such as a 

receiving warehouse. When the trailer entered this geo-fence, an alert would be generated so 

that the user would know that the trailer was delivered within a certain timeframe. 

Using the UTT system, a user can set a self-centered geo-fence, which provides a quick way 

to set a geo-fence without forcing the user to locate the area on the map. A self-centered geofence uses the position of the trailer at the time of receiving the “set self-centered geo-fence” 

command to create the geo-fence boundary. The user does not have to create the geo-fence 

on a map or choose settings for that geo-fence. As with any geo-fence, an alert will notify the 

user if the trailer breaks the geo-fence boundary while the geo-fence is active. 

Performance constraints and requirements

2.1.4.1 All UTT system generated geo-fences shall have configurable start and end dates. 

2.1.4.2 The UTT system shall support a single geo-fence per trailer, which may be reset 

OTA. 

2.1.4.3 The UTT system terminal shall monitor the geo-fence at configurable intervals of 15 

minutes; 1, 6, 8, 12, or 24 hours. 

2.1.4.4 The UTT system geo-fence monitoring interval shall default to once per hour. 

6
2.1.4.5 The UTT system geo-fence alert shall be configurable to be sent immediately upon 

validation, saved and sent with the next planned status message, or disabled. 

2.1.4.6 The UTT system geo-fences shall be configurable to generate an alert on exit, entry, 

or both. 

2.1.4.7 The UTT system software shall support the assignment and deletion of geo-fences 

to individual trailers. 

2.1.4.8 The UTT system software shall support the display of geo-fence summary data 

containing the trailer ID/SCAC; last known position; geo-fence status; last geofence alert message with location, door, cargo, and connect events; timestamps; and 

alert acknowledgement status. 

2.1.4.9 All UTT system geo-fence sizes shall be configurable. 

2.1.4.10 The UTT system shall support a self-centered geo-fence that is centered at the terminal 

location at time of receipt of the geo-fence command. 

2.1.4.11 The UTT system self-centered geo-fence default size shall be a square of 0.5 miles x 

0.5 miles. (Note: 0.5 x 0.5 miles has been a useful setting in practice, but this setting 

and all other self-centered geo-fence default settings may be configurable by users. 

The UTT system in the pilot test allows the setting of a geo-fence as follows: 

East/West length from 500 to 40,000,000 meters and North/South Length from 500 

to 20,000,000 meters.) 

2.1.4.12 The self-centered geo-fence default configuration shall be activated upon receipt by 

the UTT system terminal. 

2.1.4.13 The UTT system self-centered geo-fence default configuration shall remain active 

until deactivated by the user. 

2.1.4.14 The UTT system self-centered geo-fence default configuration shall be to send an 

alert when a trailer exits the geo-fence boundary. 

2.1.4.15 The UTT system self-centered geo-fence default configuration shall be to send 

alerts immediately, as opposed to saving alerts and sending them along with the next 

scheduled status message. 

2.1.4.16 The UTT system self-centered geo-fence default configuration settings shall be 

editable by system administrators. 

2.1.5 Trailer Cargo Sensing 

Definition

As a part of the UTT system, an ultrasonic 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, and a status message 

may be sent depending on user-chosen settings. For example, an erroneous detection could 

occur if a person walks into the trailer at the moment the sensor is taking a reading of cargo 

status. In this case, assuming the person exits the trailer, a second check would show the true 

7
unloaded state of the trailer. Validation of cargo events decreases the probability of erroneous 

state detections. 

Performance constraints and requirements

2.1.5.1 The cargo sensor shall be configurable to monitor at four or more different 

frequencies, including once every 10, 30, 60, or 120 minutes. 

2.1.5.2 The cargo sensor shall be monitored at least once every 30 minutes by default. 

2.1.5.3 The cargo event message shall be configurable to be sent immediately upon 

validation, saved and sent with the next planned status message, or disabled. 

2.1.5.4 The cargo event message shall be sent immediately upon validation by default. 

2.1.5.5 The cargo sensor validation shall be configurable as follows: If a cargo state change 

is detected, the cargo sensor shall wait an interval of X minutes prior to rechecking, 

and shall recheck Y times, where X may be 5, 10, 30, or 120 minutes and Y may be 

0, 1, 2, or 3. 

2.1.5.6 The cargo sensor default validation setting shall be to recheck one time (Y=1) after 

five minutes (X=5). 

2.1.5.7 The cargo event message shall include trailer position, if available. If the position is 

not available, the message shall provide the last known position with a timestamp or 

“position unknown”. 

2.1.5.8 The cargo event status message shall include the last known cargo state (loaded or 

not loaded) and time of the last known cargo state. 

2.1.5.9 All of the above configurable parameters of the cargo sensor shall be OTA 

configurable by the user. 

2.1.6 Trailer Door Sensing 

Definition

As a part of the UTT system, the trailer door sensor monitors for an open or closed door 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 will be monitored, and a door 

opening alert will only be sent when the trailer is loaded. 

Performance constraints and requirements

2.1.6.1 The door sensor shall be configurable to trigger an event if the door goes from

closed to open and remains open for a configurable amount of time, where the time

may be 5, 10, or 30 seconds; or 1, 2, 3, 4, 5, 10, 30, or 60 minutes. 

8
2.1.6.2 The door sensor shall be configurable to trigger an event if the door goes from open 

to closed and remains closed for a configurable amount of time, where the time may 

be 30 seconds; 1, 10, 20, 30, or 60 minutes. 

2.1.6.3 The default configuration shall be not to send door closed events. 

2.1.6.4 The default configuration shall be to send an alert for door open events when the 

cargo sensor senses a loaded trailer. 

2.1.6.5 Door events shall be configurable to be sent immediately upon validation, saved and 

sent with the next planned status message, or disabled. 

2.1.6.6 Door event messages shall be sent immediately upon validation by default. 

2.1.6.7 The door event message shall include position, if available. 

2.1.6.8 The UTT system terminal shall automatically detect when a door sensor is installed. 

2.1.6.9 All of the above configurable parameters of the door sensor shall be OTA 

configurable by the user. 

2.1.7 Alerts 

Definition

Alerts are generated by the UTT system host software and presented to the viewer through an 

alert icon that is displayed near the trailer ID. Alerts are based on a combination of userpreferred settings and events which are generated from the mobile terminal. Alerts are used 

to notify the user of events, such as geo-fence violations. Alerts can be configured to be 

forwarded to email or pager addresses. 

Performance constraints and requirements

2.1.7.1 UTT system alerts shall meet the requirements for the cargo sensor, trailer door 

sensor, and geo-fence as specified in each respective section above. 

2.1.7.2 UTT system alerts shall be configurable to be sent to a minimum of one email/pager 

address. (There is no requirement for a maximum number of addresses to which an 

alert may be forwarded.) 

2.1.7.3 The UTT system software shall allow a user to acknowledge alert messages and 

then the UTT system shall log the corresponding user ID. 

2.1.7.4 The UTT system software shall provide an optional alert for a trailer that has failed 

to send a scheduled status report for a period of X days, where X is configurable at 

any time. (It is advantageous to have the time period X be configurable in hours 

when the trailer is laden or in active use versus days when it is not in active use. 

Then, a user could choose to be notified if a status report was as little as one hour 

late.)

2.1.7.5 The UTT system software shall provide an optional alert for a trailer that has moved 

independently of its assigned tractor. 

2.1.7.6 The UTT system software shall provide an optional alert for a trailer that has been 

disconnected outside of a specified distance from any one of a list of user-specified 

drop points. 

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2.1.7.7 The UTT system software shall provide an optional alert for a tractor that has sent a 

“load call” without being connected to a trailer. (A load call is a message sent from

the tractor to a dispatcher indicating that it has connected to a trailer and is ready to 

depart.) 

2.1.7.8 The UTT system software shall provide an optional alert for a trailer that reports a 

door open event while the trailer is not empty. 

2.1.7.9 The UTT system software shall provide a way for the user to create and save an 

alert monitoring plan that may be assigned to trailers. (The purpose of this 

requirement is to help users specify alert settings quickly and easily for any trailer. 

Without a monitoring plan, the user would have to set each alert option and 

notification scheme for each trailer, which could be impractical.) 

2.1.8 HERO Certification 

Definition

A Hazards of Electromagnetic Radiation to Ordnance (HERO) certification for transmitting 

devices is required by the Department of Defense when ordnance is shipped. Background 

information on the certification process and tests can be found in MIL-HDBK-237B and 

MIL-HDBK-240, respectively. MIL-STD-464 specifies the requirements for HERO 

certification.

Transportation of goods involving ordnance is of particular concern due to the potential 

safety hazard. Hazards arise from ordnance that may be detonated through electromagnetic 

energy. HERO certification establishes the maximum levels of electromagnetic radiation that 

the transmitting device may discharge without risking a potential safety hazard. 

Performance constraints and requirements

2.1.8.1 The UTT system terminal and all other mobile system components shall be HERO 

certified. 

2.2 System Interface Requirements 

2.2.1 Interface Configurations 

Definition

After installation in the trailer, the UTT system terminal must interface with numerous 

devices in order to meet system operational requirements. For more information on 

interfaces, see TMC RP 2401, Recommended Practice, Trailer Tracking Interface Standard. 

Performance constraints and requirements

2.2.1.1 The following interfaces shall be supported during the pilot test: 

• Rechargeable battery pack 

o The rechargeable battery pack is a required back-up power source that will 

power the UTT system when the trailer is disconnected from the tractor 

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power. The UTT system’s source of power is from its rechargeable battery 

whenever the trailer is disconnected from a tractor. 

• J560 

o The J560 connector is the standard connector used on the electrical cable that 

bridges the tractor and trailer. If so configured, the UTT may interface with 

this connector in order to determine connect/disconnect events. It may also

communicate with the tractor mobile communications system via the J560. 

For the purposes of this pilot test, the J560 will be used by the UTT system to 

communicate with the tractor satellite-based mobile communications system 

and to access tractor electrical power. 

• Door sensor 

o The door sensor is installed next to the trailer doors to monitor door opening 

and closing events. 

• Cargo sensor 

o The cargo sensor is installed inside of the trailer to monitor if the trailer is 

loaded or unloaded. 

• Antennas 

o The UTT system for this pilot test includes two separate antennas, one for 

communications and one for location determinations through GPS. They are 

installed near the top or on top of the trailer in a position with a clear view to 

the sky. 

• Host interface 

o The UTT system host interface presents information to the user and allows the 

user to request configuration changes or information updates. 

2.2.1.2 The UTT system software shall provide a documented interface for users who use 

alternative software. 

2.2.1.3 The UTT system user interface shall provide full access to all UTT system features. 

2.3 Data Requirements 

The following section describes where the data flows will be captured and the frequency of

data transfers for analysis during the pilot test. 

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2.3.1 Test Information Stored 

2.3.1.1 In general, the UTT system shall retain all user data online for a period of time 

configurable by authorized users from a minimum of 14 days to a maximum of 6 

months. (UTT system users may create their own systems to capture and store 

information indefinitely.) 

2.3.1.2 For the pilot test, all data shall be saved for the duration of the test and analysis 

period. 

2.3.2 Test Data Collection Rates 

Definition

The data collection rate specifies the frequency of recording the pilot test information. 

Performance constraints and requirements

2.3.2.1 For the pilot test, data shall be collected from every message. 

2.3.3 Test Data Storage Means and Format

Definition

Data storage means and format defines the method by which pilot test data is stored for 

analysis. 

Performance constraints and requirements

2.3.3.1 Pilot test data shall be stored in Microsoft Excel spreadsheets. 

2.3.3.2 Pilot test data shall be secured in a 64-bit encrypted, password protected zip file, and 

written to a CD. 

2.3.4 Test Data Retrieval

Definition

Pilot test data retrieval specifies the requirements for capturing data produced during the test. 

In general, trailer and tractor information is sent over the air from mobile terminals, 

processed in a network management computer, and then sent to individual user accounts. For 

this test, the applications receiving this data are web applications hosted by the UTT system

provider. Relevant test data will be retrieved from these databases and then processed and 

saved in spreadsheet format. 

Performance constraints and requirements

Pilot test data shall be processed into a common format. 

Pilot test data shall be categorized by user, vehicle, transaction type, and event type. 

Pilot test data shall be imported into an Excel spreadsheet weekly. 

Pilot test data shall be organized within the spreadsheet in pivot tables to provide summary 

data views. 

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2.4 Hardware and Software Requirements 

The following sections contain the requirements for the UTT system mobile hardware and 

software needed for the UTT system user to interface with the system. 

2.4.1 Hardware Requirements 

Definition

For the pilot test, the UTT system consists of the following hardware: 

• Terminal – The terminal contains the processors and firmware required for operation. 

• Antennas – The UTT system for this pilot test includes two separate antennas, one for 

communications and one for location determinations through GPS installed near the 

top or on top of the trailer in a position with a clear view to the sky. 

• Cables – Cables connect the UTT system terminal to any installed sensors, tractor 

power, and the rechargeable battery 

• Rechargeable battery – The rechargeable battery is a required back-up power source 

that will provide power to the UTT system when the trailer is disconnected from the 

tractor. 

• Cargo sensor – The cargo sensor is installed inside of the trailer to monitor if the 

trailer is loaded or unloaded. 

• Door sensor – The door sensor is installed next to the trailer doors to monitor door 

opening and closing events. 

• Terminal/cargo sensor/battery combined mount – The terminal/cargo sensor/battery 

combined mount is installed in the trailer and holds the three components of the UTT 

system. 

• Field service tool – The field service tool is a software package that operates on a 

handheld computer. It is used to communicate with the UTT system for configuration 

and diagnostic purposes to verify proper operation. 

• Other inputs – It may be desirable to have available inputs to interface with other 

sensors on the UTT system in addition to cargo and door sensors for detection of 

motion, intrusion, radiation, etc. The UTT system includes two additional available 

inputs for such integration. 

Performance constraints and requirements

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Physical Dimension Constraints 

2.4.1.1 Any hardware component placed on the trailer roof shall not exceed 1 inch in 

height. (The purpose of this requirement is to protect hardware, such as antennas 

and solar collector plates from being hit and damaged. For example, some carriers 

drive trucks beneath a fixed beam to scrape snow and ice from the roof of the trailer, 

which may damage hardware on the trailer roof.) 

Environmental Specifications 

2.4.1.2 Hardware shall meet or exceed the mechanical and environmental requirements 

listed in Table 2-3. 

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Table 2-3: Environmental Specifications 

Condition Requirements

Temperature – Operational Terminal: -30°C to +60°C, Antenna: -40°C to +70°C 

Temperature – Non-Operational Terminal: -40°C to +85°C, Antenna: -50°C to +85°C 

Vibration – Operational 2.4 gRMS from 10 -1000Hz 

Vibration – Non-operational 5.2 gRMS from 10 -1000Hz 

Humidity – Operational & Nonoperational 0-98%RH @ 38°C without condensation

Immersion and Splash (Water, 

Chemicals, and Oils) 

Terminal: Immersion Tests, per SAE J1455 Revised OCT 10a, 

section 4.3.3.2. (This test is recommended, but not required if 

the terminal is to be mounted inside the wall of a dry van in a 

protected location.)

Terminal: Splash Tests, chemical exposure per SAE J1455, 

limited to engine oils and additives, washer solvent, gasoline, 

diesel fuel, alcohol, anti-freeze water mixture, soap and 

detergents, steam, battery acid, water, snow, and salt water. 

(This test is recommended, but not required if the terminal is 

to be mounted inside the wall of a dry van in a protected 

location.) 

Antenna: Exposure per SAE J1455, Section 4.4 

Fungus Per MIL-STD-810E, Procedure 508.3 

Altitude – Operational 0 – 15,000 ft

Altitude – Non-operational 0 – 15,000 ft

Shock – Maximum Level 20G @ 11msec 

Electrical 9-16V

Thermal Cycle 8 and 24 hours per SAE J1455 

Thermal Shock Per SAE J1455 

Transit Drop (in packaging) Packaged drop per SAE J1455, Section 4.10.3.2.2 

Solar Radiation Antenna and cables only: 43-75 watts/sq.m of 280-400 nm 

for 300 hr according to John Deere JDQ 53.2 

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Cables/Connectors 

2.4.1.3 All connectors shall be differentiated from each other to prevent incorrect 

attachment. 

Electromagnetic Interface (EMI) Shielding 

2.4.1.4 All EMI shielding shall be built into the UTT system terminal and associated 

hardware; external shielding shall not be required. 

Marking 

2.4.1.5 The UTT system terminal marking shall clearly identify terminal manufacturer, part

number, and serial number, at a minimum.

2.4.1.6 The UTT system terminal shall include a separate label with serial number and 

barcode that may be attached externally to the trailer at time of install. 

2.4.1.7 The UTT system terminal shall include required regulatory markings. 

Antennas 

2.4.1.8 The UTT system antennas shall be installed on a fiberglass-roofed trailer without 

drilling or cutting into the fiberglass. (The purpose of this requirement is to avoid 

cutting of fiberglass roofing material, since holes in fiberglass may lead to water 

leaking into the trailer. There are no similar conditions for metal roofs.) 

Electrical Power Range and Limits 

2.4.1.9 The UTT system terminal shall support a direct power feed of 12V nominal (e.g., a 

vehicle battery). 

2.4.1.10 The UTT system terminal shall conform to the electrical test limits of SAE J1455. 

2.4.1.11 The UTT system terminal shall conform to SAE J1113-13 Electromagnetic 

Compatibility Measurement Procedure for Vehicle Components for electromagnetic 

compatibility and electrostatic discharge. 

Circuit Protection 

2.4.1.12 The UTT system terminal shall have no internal fuses or circuit breakers that require 

manual intervention to reset. (External fuses or circuit breakers may be required for 

safety purposes.) 

Rechargeable Battery 

2.4.1.13 The UTT system terminal shall support a rechargeable battery with a 1-year shelf 

life, assuming 25°C, from date of manufacture. 

2.4.1.14 The UTT system rechargeable battery shall provide power for at least 30 days if the 

terminal were configured according to the default terminal power state and 

messaging schedule as defined in Table 2.3 with the exception of any geo-fence 

checks (assuming the vehicle battery provides no additional power to the terminal). 

2.4.1.15 The UTT system rechargeable battery shall provide power for at least 10 days, over 

the entire temperature range, if the terminal were configured according to the 

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default terminal power state and messaging schedule as defined in Table 2.3 

including geo-fence checks, assuming 1-hour geo-fence check intervals. 

2.4.1.16 The rechargeable battery shall survive for a minimum of 6 months at 40°C after 

disconnection from a power source without permanent damage to the battery. 

2.4.1.17 The UTT system terminal shall provide information to the user OTA of the 

replacement date of the rechargeable battery. 

2.4.1.18 The UTT system terminal shall provide information to the user OTA when the 

battery requires recharging (approximate 10% threshold). 

2.4.1.19 The UTT system rechargeable battery shall be fully rechargeable in 8 hours or less 

when charging from a typical 12V tractor power supply system. 

Power Management 

2.4.1.20 The UTT system terminal shall draw power from the following sources if available, 

in the priority as listed:

1. Vehicle 

2. Rechargeable battery 

2.4.2 Software Requirements 

Definition

Requirements for the software that is visible to the system user are included in this section. 

The UTT system-provider hosts this software that may be accessed by users through the 

Internet. Using the software, the user may view information, such as trailer positions and 

cargo, door, geo-fence, or connection events, or configure settings for the system such as 

landmarks, trailer groups, and user accounts. Additional software requirements are listed in 

sections above describing time of trailer connection and disconnection, trailer location and 

mapping, geo-fencing, alerts, and incorporation of fleet management tools. 

Performance constraints and requirements

Messaging 

2.4.2.1 The UTT system software shall store in the database and display all incoming 

messages including trailer connect/disconnect, door open/closed, cargo empty/not 

empty, battery events, and status reports. 

2.4.2.2 The UTT system software shall support the configuration of terminal parameters by 

authorized users. 

2.4.2.3 The UTT system software shall support the ability for an authorized user to request 

an updated status report from the UTT system terminal. 

Accounts 

2.4.2.4 The UTT system software shall support the administration of user accounts, 

including creation, modification, and deletion of accounts. 

2.4.2.5 The UTT system software shall allow authorized users from a user account to only 

access to their user account data. 

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User Interface 

2.4.2.6 The UTT system shall provide access to the data from an Internet browser. 

(Microsoft Internet Explorer version 6.0 or later is recommended). 

2.4.2.7 The UTT system shall support a password-protected secure log-in access to the 

user’s account for authorized users. 

2.4.2.8 The UTT system software shall include a monitoring screen for the user to view all 

trailers, which will display the trailer ID, trailer type, terminal type, SCAC, 

date/time of last message, door status, connect status, cargo status, and last-known 

trailer location with proximity to city/town/landmark. 

2.4.2.9 The UTT system software shall allow authorized users to modify the labels of the 

sensors, such as the door sensor and cargo sensor. (The purpose of this requirement 

is to allow for the configuration of the system at the time of installation. Normally, 

the installer would connect a sensor to one of the input ports on the terminal and 

then label that input port with the name of the connected sensor. For the purposes of 

this pilot test, that name will be either “cargo sensor” or “door sensor”. These names 

are expected to remain for the life of the system, but an authorized user may edit the 

names at any time.) 

2.4.2.10 Using the UTT system software, authorized users shall be able to view and edit 

trailer details, including trailer ID, SCAC, trailer type, and description. 

2.4.2.11 Using the UTT system software, authorized users shall be able to view the event 

details and event history for a trailer including positions, cargo events, door events, 

and connect events for a user-selected time period (default to the prior week). 

2.4.2.12 Using the UTT system software, authorized users shall be able to view all messages 

including status reports, events, and positions for a given trailer in a time-sequential 

order for a user selected time period (default to the prior week). 

2.4.2.13 Using the UTT system software, authorized users shall be able to create and delete 

trailers and their history and to rename trailers (retaining history). 

2.5 Lifecycle Requirements 

Hardware life expectancy and the ability to accommodate future requirements are covered in 

the following sections. 

2.5.1 Hardware Life Expectancy

2.5.1.1 The UTT system terminal, including internal battery, shall have a 7-year design life 

from date of manufacture. 

2.5.1.2 The UTT system terminal, including internal battery, shall have a 1-year shelf life 

without receiving external power. 

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2.5.2 Ability to Accommodate Future Requirements 

OTA Upgrade capability 

Definition

The OTA upgrade capability allows patches or upgrades to mobile terminal firmware without 

direct access to the UTT system equipment on the trailer. The OTA upgrade feature is 

capable of performing “bug fixes,” regular maintenance upgrades, and installation of new 

features. 

Performance constraints and requirements

2.5.2.1 OTA upgrades to the UTT system shall be initiated and controlled by the UTTsystem provider. 

2.5.2.2 The OTA upgrades for the UTT system shall be provided to the terminal within 7 

days of the user request if the terminal is able to communicate over the air and is not 

hibernating. 

2.5.2.3 An OTA upgrade for an entire fleet shall be available to the UTT system user. 

2.5.2.4 Non-sequential software upgrades for the UTT system shall be available to the UTT 

system user. (Non-sequential upgrade capability allows a terminal with software 

version 1.0, for example, to function properly when upgraded to version 3.0 even if 

it never received version 2.0.) 

2.5.2.5 An OTA upgrade transfer shall delay the regular forward or return messaging to a 

UTT system terminal by no more than 1 hour. 

2.5.2.6 An OTA upgrade transfer shall not disrupt or delay regular UTT system processing, 

such as GPS positioning by more than 1 hour. 

2.5.2.7 The OTA upgrade shall not tax the vehicle battery resources if the vehicle battery is 

at or below the low voltage threshold. 

2.5.2.8 The OTA upgrade feature shall manage the applicability and availability of the 

software upgrades based on the hardware configuration of the UTT system mobile 

terminal, the software configuration of the mobile terminal, and the user’s account 

software configuration. 

2.6 Test Performance Requirements 

The following sections list key requirements for minimum UTT system performance that will 

be required during the test. 

2.6.1 Accuracy 

Definition

Requirements for the accuracy of position reporting of the UTT system are listed in this 

section. Position accuracy is a function of GPS receiver performance, configuration 

19
parameters, satellite visibility of the antenna, satellite constellation, and U.S. Governmentcontrolled Selective Availability (SA). 

Performance constraints and requirements

2.6.1.1 The location accuracy of the UTT system and UTT system-provider default 

configuration parameters shall be a position accuracy of 100 meters approximately 

95% of the time. (Position accuracy better than 100 meters will often be seen, but 

cannot be relied upon. These numbers take into consideration the uncontrollable 

variables that may affect performance. Many variables contribute to errors in 

position accuracy. For example, position accuracy is a function of GPS receiver 

performance, configuration parameters, satellite visibility of the antenna, satellite 

constellation, and selective availability. An industry standard for GPS accuracy has 

not been defined. Every manufacturer uses its own means of defining, measuring, 

and calculating position accuracy.) 

2.6.2 Repeatability

2.6.2.1 The UTT system shall provide repeatable performance throughout the test period for 

all functions specified in this document. 

2.6.3 Reliability during the Test 

Availability of the network operations center, operated by the UTT system provider, has been 

at least 99.9% from 1999 to 2003 including both planned and unplanned downtime. The UTT 

system is expected to perform with similar reliability, but its performance is highly 

dependent on local conditions during the test. UTT system performance may vary by region 

and is dependent on variables such as cellular coverage and terrain around the mobile 

terminal. 

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3 List of Acronyms 

Acronym Definition 

DOD Department of Defense 

EMI Electromagnetic Interface 

FMCSA Federal Motor Carrier Safety Administration 

FOT Field Operational Test 

GPS Global Positioning System 

gRMS Root Mean Square of g-forces, or average force level experienced over 

randomly distributed frequency of input forces 

HAZMAT Hazardous Materials 

HERO Hazards of Electromagnetic Radiation to Ordnance 

ID Identification 

MARAD Maritime Administration

OTA Over the Air 

PHMSA Pipeline and Hazardous Materials Safety Administration 

SAE Society of Automotive Engineers 

SCAC Standard Carrier Alpha Codes 

USDOT United States Department of Transportation 

UTT Untethered Trailer Tracking 

21
4 Applicable 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(HERO) 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 

22
For more information on the Federal 

Motor Carrier Safety Administration, check 

out our website at www.fmcsa.dot.gov. Report No. FMCSA-MCRRT-06-001