Expanded Satellite-based Mobile 

Communications Tracking System 

Final Report 

June 2007
FOREWORD 

The Federal Motor Carrier Safety Administration’s (FMCSA’s) main goal is to save lives and 

reduce injuries in crashes involving commercial motor vehicles (CMVs) while enhancing the 

efficiency of commercial vehicle operations and improving the security of hazardous materials 

transport. 

This project builds on two previous FMCSA tests of technologies focused on improving CMV 

security and efficiency: the Hazardous Materials Safety and Security Field Operational Test and 

the Untethered Trailer Tracking and Control System Pilot Test. In 2004, the Senate Conference 

Report 108-401 stated that further CMV tracking capabilities were necessary: 

“As proposed by the Senate, the conference agreement directs $2,000,000 from funds provided 

for the high-priority initiative program for an expanded satellite-based communications system 

to monitor and track hazardous materials and high-value cargo in uncovered areas of the United 

States.” 

The present final report supersedes the Expanded Satellite-based Mobile Communications 

Tracking System Requirements Report of March 2007. This report summarizes the pilot test of a 

satellite-based mobile communications system in Alaska and Hawaii. The information in this 

document can be used by motor carriers and the public-sector emergency response and 

enforcement communities. 

NOTICE 

This document is disseminated by the Department of Transportation (DOT) 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 objective 

of this document. 
Technical Report Documentation Page 

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

FMCSA-RRT-07-008 

5. Report Date 

June 2007 

4. Title and Subtitle 

Expanded Satellite-based Mobile Communications Tracking System Final Report 

6. Performing Organization Code 

7. Author(s) 8. Performing Organization Report No. 

Amy Houser (FMCSA); David Williams and Mala Raman (Battelle); and Derrick Vercoe, 

Peggy Erlandson, and Jennifer Wittpenn (QUALCOMM) 

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

Battelle Memorial Institute 

505 King Avenue 11. Contract or Grant No. 

Columbus, OH 43201 DTMC75-04-F-00105 

13. Type of Report and Period Covered 

Final Report, January 2004 – January 2007 

12. Sponsoring Agency Name and Address 

Department of Transportation 

Federal Motor Carrier Safety Administration 

Office of Research and Analysis 

1200 New Jersey Ave. SE, Room 600 West 14. Sponsoring Agency Code Washington, DC 20590 FMCSA 

15. Supplementary Notes 

The program manager for this Federal Motor Carrier Safety Administration (FMCSA) project is Ms. Amy Houser. 

16. Abstract 

This U.S. Department of Transportation (USDOT) Federal Motor Carrier Safety Administration (FMCSA) project 

was authorized in the 2004 Senate Conference Report 108-401: 

As proposed by the Senate, the conference agreement directs $2,000,000 from funds provided for the high-priority initiative 

program for an expanded satellite-based mobile communications system to monitor and track hazardous materials and 

high-value cargo in uncovered areas of the United States. 

As a result, a regional assessment and 3-month pilot test was conducted to test a wireless, satellite-based mobile 

communications tracking system to monitor hazardous materials and high-value cargo in order to improve 

communications in certain regions of Alaska and Hawaii, where satellite-based tracking services were only partially 

available. 

This document represents the Final Report for this pilot test of an Expanded Satellite-based Mobile Communications 

Tracking System. 

17. Key Words 18. Distribution Statement 

Asset Tracking System, Commercial Motor Vehicles, 

Efficiency, Hazardous Materials, Mobile 

Communications, Motor Carriers, Safety, Satellite, 

Satellite-based, Security, Tethered Tracking System, 

Tractor-Trailers 

19. Security Classification (of this report) 20. Security Classification (of this page) 21. No. of Pages 22. Price 

Unclassified Unclassified 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 FROM 

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 ymi 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 flgal gallons 3.785 liters l l liters 0.264 gft3 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 (2,000 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 F

temperature or (F-32)/1.8 temperature temperature te

ILLUMINATION ILLUMINATION 

fc foot-candles 10.76 lux lx lx lux 0.0929 fofl foot-lamberts 3.426 candela/m2 cd/m2 cd/m2 candela/m2 0.2919 fo

FORCE and PRESSURE or STRESS FORCE and PRESSURE or ST

lbf pound-force 4.45 newtons N N newtons 0.225 ppsi pound-force per square inch 6.89 kilopascals kPa kPa kilopascals 0.145 p

pe

* SI is the symbol for the International System of Units. Appropriate rounding should be done to comply with Section 4 of AS
ACKNOWLEDGEMENTS 

The FMCSA Expanded Satellite-based Mobile Communications Tracking System Project 

included 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). 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 Tom Cuthbertson, GeoLogic Solutions, Inc. 

Jay Folladori, Landstar Sam Gill, Skybitz 

A group of industry commercial carriers in Alaska and Hawaii contributed to the success of the 

pilot test. These carriers volunteered their time, personnel, and commitment in order to fulfill 

their roles. We offer sincere appreciation for their involvement and would like to recognize them 

individually. This project could not have been completed without their participation and 

substantial contributions. 

Alaska West Express Dave Johnson 

Fairbanks, AK John Jansen 

Weaver Bros., Inc. Allen (A.B.) Brown 

Anchorage, AK Dave Johnson 

Jerry South 

Lynden Transport Blaine Ghan 

Anchorage, AK Andy Collins 

Harry McDonald 

Lisa Marquiss 

Tammy Alexander 

Shell Motiva Wayne Condit 

Shell Oil Products, U.S. 

Honolulu, HI 
TABLE OF CONTENTS 

Page

ACRONYMS............................................................................................................................VIII

EXECUTIVE SUMMARY ..........................................................................................................X

1.0 INTRODUCTION.................................................................................................................1

2.0 EXISTING REGIONAL CONDITIONS ...........................................................................4

2.1 GOODS TRANSPORTED IN ALASKA AND HAWAII........................................................ 4

2.2 GEOGRAPHIC FEATURES AND ROUTES OF ALASKA AND HAWAII....................... 11

3.0 MOBILE COMMUNICATIONS SYSTEMS IN ALASKA AND HAWAII ................12

3.1 BACKGROUND..................................................................................................................... 12

3.2 COMMUNICATIONS SYSTEMS CURRENTLY USED IN ALASKA AND HAWAII..... 14

3.3 SATELLITE COVERAGE FOR ESCT SYSTEMS............................................................... 15

4.0 PRELIMINARY DRIVE TESTS IN ALASKA AND HAWAII ....................................18

4.1 TEST METHODOLOGY ....................................................................................................... 18

4.2 PASS/FAIL CRITERIA.......................................................................................................... 19

4.3 DRIVE TEST RESULTS—ALASKA.................................................................................... 20

4.4 DRIVE TEST RESULTS—HAWAII..................................................................................... 22

5.0 TECHNOLOGIES..............................................................................................................25

5.1 WIRELESS SATELLITE-BASED MOBILE COMMUNICATIONS SYSTEM.................. 26

5.2 TETHERED TRAILER TRACKING SYSTEM .................................................................... 26

5.3 IN-CAB AND WIRELESS PANIC BUTTONS..................................................................... 27

5.4 NETWORK COMMUNICATIONS—MOBILE COMMUNICATIONS SYSTEM............. 28

5.5 MOBILE COMMUNICATIONS SYSTEM CUSTOMER SITE APPLICATION................ 29

6.0 PILOT TEST OPERATIONAL SCENARIOS................................................................30

6.1 SCENARIO 1—ALASKA REGION...................................................................................... 30

6.2 SCENARIO 2—HAWAII REGION....................................................................................... 32

6.3 ROLES AND RESPONSIBILITIES OF PILOT TEST PARTICIPANTS............................. 33

7.0 PILOT TEST RESULTS....................................................................................................37

7.1 COMMUNICATION COVERAGE ....................................................................................... 39

7.2 PANIC ALERTS AND TETHERED TRAILER TRACKING TESTS ................................. 97

7.3 SYSTEM LATENCY............................................................................................................ 101

7.4

........................................................... 103

EXPANDED SATELLITE-BASED MOBILE COMMUNICATIONS TRACKING 

SYSTEMS MAINTENANCE AND OPERATIONS

7.5

............................................................................................................................... 105

BENEFITS OF THE EXPANDED SATELLITE-BASED COMMUNICATON TRACKING 

SYSTEM

8.0 SUMMARY .......................................................................................................................112

8.1 COMMUNICATION COVERAGE ..................................................................................... 112

8.2 SAFETY AND SECURITY FEATURES............................................................................. 114

i 
8.3 IMPACT ON OPERATIONAL EFFICIENCY AND CUSTOMER SATISFACTION ...... 114

8.4 CONCLUSION ..................................................................................................................... 114

APPENDIX A REQUIREMENTS DOCUMENTATION ....................................................116

A.1. MESSAGING FROM THE SATELLITE-BASED COMMUNICATIONS SYSTEM ....... 117

......................................................................................... 122

A.2 MAPPING AND LOCATION OF TRACTORS WITH THE SATELLITE-BASED 

COMMUNICATIONS SYSTEM

....................................................................................... 134

A.3 MAPPING AND LOCATION OF TETHERED TRAILERS WITH THE TETHERED 

TRAILER TRACKING SYSTEM

A.4.

........................................................................................... 143

PANIC BUTTON ALERTS WITH THE SATELLITE-BASED TRACTOR 

COMMUNICATION SYSTEM

APPENDIX B DISPATCHER’S MANUAL LOG FORM ...................................................145

APPENDIX C SUMMARY OF MANUAL LOG RESPONSES RECEIVED DURING 

PILOT TEST.....................................................................................................................147

APPENDIX D INTERVIEW GUIDE FOR SITE VISITS ...................................................150

APPENDIX E STAGED-EVENT TESTING SCRIPT .........................................................152

APPENDIX F STAGED-EVENT FIELD TEST DATA.......................................................162

FIELD TEST 1—ALASKA............................................................................................................ 163

FIELD TEST 2—ALASKA............................................................................................................ 166

FIELD TEST 1—HAWAII............................................................................................................. 170

ii 
LIST OF FIGURES 

Page

Figure 1. Technologies Installed for ESCT System Test................................................................ x 

Figure 2. Alaska Highway (Alcan) Route 2.................................................................................... 2 

Figure 3. James Dalton Highway.................................................................................................... 3 

Figure 4. Methods of Providing Mobile Communications ........................................................... 12 

Figure 5. AMC-3 Satellite Coverage for the QUALCOMM Mobile Communications System .. 15 

Figure 6. NSS-5 Satellite Coverage in Alaska.............................................................................. 16 

Figure 7. Galaxy 10R EIRP Contours........................................................................................... 17 

Figure 8. Extended Service Quality.............................................................................................. 19 

Figure 9. Drive Test Route for Alaska.......................................................................................... 20 

Figure 10. Performance Using Galaxy 10R and 2-Watt Mobile Unit in Alaska .......................... 21 

Figure 11. Oahu Fall 2004 Drive Test .......................................................................................... 22 

Figure 12. Hawaii Fall 2004 Drive Test ....................................................................................... 22

Figure 13. Performance Using Galaxy 10R and 2-Watt Mobile Unit in Hawaii.......................... 23 

Figure 14. Modified Look Angle for QUALCOMM ESCT System............................................ 24 

Figure 15. Wireless Satellite-based Mobile Communications System......................................... 26 

Figure 16. Tethered Trailer Unit................................................................................................... 26 

Figure 17. In-Cab Panic Button .................................................................................................... 27 

Figure 18. Wireless Panic Button ................................................................................................. 27 

Figure 19. Wireless Satellite-based Communications .................................................................. 28 

Figure 20. Screen Capture of a Display Message in QTRACS .................................................... 29 

Figure 21. Plot of All Field Test Data........................................................................................... 42 

Figure 22. Major Routes in Alaska............................................................................................... 45 

Figure 23. Major Routes on the Island of Hawaii......................................................................... 46 

Figure 24. Major Routes on the Island of Maui............................................................................ 47 

Figure 25. Routes on the Island of Kauai ..................................................................................... 48

Figure 26. Off-route Data in the Fairbanks, Alaska Area............................................................. 50 

Figure 27. Screen Capture from QTRACS Application Showing Regular and Archived OOC 

Position Reports...................................................................................................................... 52 

Figure 28. Weaver Brothers Truck Carrying a Tall, Oversized Load .......................................... 54 

Figure 29. Shell Motiva Fuel Delivery Truck’s Communication Blocked by Overhead Facility 55 

Figure 30. Alaskan Carriers Experience Extreme Terrain Challenges for Maintaining 

Communication Coverage ...................................................................................................... 55 

Figure 31. James Dalton Highway Elevation Profile.................................................................... 56 

Figure 32. Map of James Dalton Highway ................................................................................... 57 

Figure 33. Satellite Image of James Dalton Highway Near Wiseman ......................................... 58 

Figure 34. James Dalton Highway Profile Charts ........................................................................ 59 

Figure 35. OOC Reports as a Percentage of Total Position Reports for James Dalton Highway 62 

iii 
Figure 36. Map of SR 1 from Homer to Tok, Alaska................................................................... 63 

Figure 37. SR 1 Profile Charts...................................................................................................... 64 

Figure 38. Location of Anchorage Carriers’ Terminal Facilities ................................................. 65 

Figure 39. OOC Reports as a Percentage of Total Position Reports for SR 1.............................. 68 

Figure 40. Map of SR 2 from James Dalton Highway to United States-Canadian Border .......... 69 

Figure 41. Profile Charts for SR 2 ................................................................................................ 70 

Figure 42. OOC Reports as a Percentage of Total Position Reports for SR 2.............................. 72 

Figure 43. Map of SR 3................................................................................................................. 73 

Figure 44. Profile Charts for SR 3 ................................................................................................ 74 

Figure 45. OOC Reports as a Percentage of Total Position Reports for SR 3.............................. 77 

Figure 46. Map of SR 4................................................................................................................. 77 

Figure 47. SR 4 Profile Charts...................................................................................................... 78 

Figure 48. OOC Reports as a Percentage of Total Position Reports for SR 4.............................. 80 

Figure 49. Map of SR 6................................................................................................................. 80 

Figure 50. Profile Charts for SR 6 ................................................................................................ 81 

Figure 51. OOC Reports as a Percentage of Total Position Reports for SR 6.............................. 82 

Figure 52. Map of SR 8................................................................................................................. 83 

Figure 53. Profile Charts for SR 8 ................................................................................................ 84 

Figure 54. Map of SR 9................................................................................................................. 85 

Figure 55. Profile Charts for SR 9 ................................................................................................ 86 

Figure 56. OOC Reports as a Percentage of Total Position Reports for SR 9.............................. 87 

Figure 57. Map of Routes on the Island of Hawaii....................................................................... 88 

Figure 58. Position Location Reports on the Island of Hawaii..................................................... 90 

Figure 59. Map of Routes on the Island of Maui.......................................................................... 91 

Figure 60. Position Location Reports on the Island of Maui........................................................ 92 

Figure 61. Map of Routes on the Island of Kauai......................................................................... 94 

Figure 62. Position Location Reports on the Island of Kauai....................................................... 95 

Figure 63. OOC Reports on the Island of Kauai........................................................................... 96 

Figure 64. Panic Alert Message Forwarded Immediately to Identified Carrier Personnel........... 98 

Figure 65. Example of a Panic Message....................................................................................... 99 

Figure 66. TrailerTracs Screen Capture Indicating Trailer Disconnect...................................... 100 

Figure 67. Sample RMA Received from Carlile for Damaged Display Unit............................. 103 

Figure 68. Free-Form Text Message Sent from Unit #2122 to Alaska West Express Dispatcher

............................................................................................................................................... 117 

Figure 69. “Arrived at Shipper” Macro Sent from Alaska West Express Driver Operating Unit 

#2116..................................................................................................................................... 118 

Figure 70. QUALCOMM Driver Interface Unit......................................................................... 119 

Figure 71. Detail of Panic Message Showing Latitude, Longitude, Date, and Time ................. 120 

Figure 72. Screen Capture of QTRACS Application “Showing All” Alaska West Express 

Tractors on 1/17/06 at 11:18 am AST................................................................................... 121 

iv 
Figure 73. Weaver Brothers Unit #148 Position History Showing Position Reporting 

Every Five Minutes............................................................................................................... 122 

Figure 74. Position History of Alaska West Unit #2122 on 11/1/05.......................................... 123 

Figure 75. External Antenna for SMCT System......................................................................... 124 

Figure 76. QTRACS System Provides Capability to Request Current Position of Any Unit .... 125 

Figure 77. QTRACS Displays Unit’s “Current” Position on a Map When Requested .............. 126 

Figure 78. Lynden Transport Unit #147 Position History on 1/18/06........................................ 127 

Figure 79. Lynden Transport Unit #148 Displayed on Street-Level Mapping........................... 128 

Figure 80. Landmark Created for Alaska West Express Terminal in Anchorage, Alaska ......... 129 

Figure 81. Weaver Brothers Unit #86 Position Reports Showing Distance to Nearest Landmark

............................................................................................................................................... 130 

Figure 82. Search Screen for Determining an Alaska West Express Unit #2122’s Distance from 

the 0 Dalton Landmark ......................................................................................................... 131 

Figure 83. Search Results Displaying AWE Unit #2122’s Distance from 0 Dalton Landmark. 132 

Figure 84. Map of Search Results Showing AWE Unit #2122’s Distance from 0 Dalton 

Landmark .............................................................................................................................. 133 

Figure 85. TrailerTracs Host System Screen Capture Showing the Status of All Trailers......... 134 

Figure 86. TrailerTracs Host System Screen Capture of Trailer Disconnection ........................ 135 

Figure 87. TrailerTracs Screen Capture Indicating Status of All Trailers Used in Test............. 136 

Figure 88. TrailerTracs Screen Capture Indicates Location of Selected Trailers....................... 137 

Figure 89. Position History of a Trailer in TrailerTracs Host Application................................. 138 

Figure 90. TrailerTracs Screen Capture Showing All Trailers Connected at Time of Request . 139 

Figure 91. TrailerTracs Screen Capture Showing Printable Report for a Single Trailer............ 140 

Figure 92. TrailerTracs Screen Capture Showing Printable Report for Multiple Trailers ......... 141 

Figure 93. TrailerTracs Relays Tractor-Trailer Identification Numbers with Each Event......... 142 

Figure 94. Wired Panic Button Installation in Shell Motiva Vehicle......................................... 143 

Figure 95. Screen Capture of Panic Alert Notification for Dispatcher....................................... 144 

Figure 96. Format of the Dispatcher Manual Data Collection Form.......................................... 146 

Figure 97. Interview Guide for Site Visits with 5-Point Preference Scale ................................. 151 

v 
LIST OF TABLES 

Page

Table 1. OOC Reports in Alaska by Route.................................................................................... xi 

Table 2. OOC Reports in Hawaii by Route .................................................................................. xii 

Table 3. 2002 U.S. Shipment Characteristics ................................................................................. 4 

Table 4. 2002 Mode of Transportation Shipment Characteristics for Alaska ................................ 5 

Table 5. 2002 Mode of Transportation Shipment Characteristics for Hawaii................................ 5 

Table 6. 2002 Commodity Shipment Characteristics for Alaska ................................................... 6 

Table 7. 2002 Commodity Shipment Characteristics for Hawaii................................................... 6 

Table 8. Hazardous Material Shipment Characteristics by Hazard Class in Alaska: Percentage of 

Total for 2002 ........................................................................................................................... 7 

Table 9. 2002 Commodity Shipments in Alaska ............................................................................ 8 

Table 10. 2002 Commodity Shipments in Hawaii.......................................................................... 9 

Table 11. Current Satellites Providing Coverage in Alaska ......................................................... 16 

Table 12. Signal Strengths Using Galaxy 10R in Alaska ............................................................. 21 

Table 13. Signal Strengths Using Galaxy 10R in Hawaii............................................................. 23 

Table 14. Top-Level Requirements Overview.............................................................................. 25 

Table 15. ESCT System Provided by QUALCOMM................................................................... 25 

Table 16. Technology Solution Scenarios by Uncovered Region ................................................ 30 

Table 17. Scenario 1 Technologies by Tractors and Trailers ....................................................... 31 

Table 18. Scenario 2 Technologies by Tractors............................................................................ 33 

Table 19. Roles and Responsibilities............................................................................................ 33 

Table 20. Anticipated Messages and Data from Daily Operations............................................... 35 

Table 21. Anticipated Messages and Data from Staged-Event Testing........................................ 36 

Table 22. Limitations and Implications of Staged-Event Testing ................................................ 38 

Table 23. Data Elements and Data Fields Collected from Automated Data Logs ....................... 40 

Table 24. Automated Data Element Details ................................................................................. 41 

Table 25. Recorded Messages....................................................................................................... 43 

Table 26. Ignition Status of Position Reports in Alaska and Hawaii............................................ 43 

Table 27. Percentage of Routes in Alaska Traversed by Pilot Test Carriers................................ 44 

Table 28. Percentage of Routes in Hawaii Traversed by Shell Motiva........................................ 46 

Table 29. Position Reports (Ignition On) On and Off Major Routes............................................ 49 

Table 30. Position Reports by Route in Alaska ............................................................................ 51 

Table 31. Position Reports by Route in Hawaii............................................................................ 51 

Table 32. OOC Reports in Alaska by Route................................................................................. 53 

Table 33. OOC Reports in Hawaii by Route ................................................................................ 53 

Table 34. Position and OOC Reports by 10-Mile Road Segment on James Dalton Highway..... 60 

Table 35. Position and OOC Reports by 10-Mile Road Segment on SR 1 .................................. 66 

Table 36. Position and OOC Reports by 10-Mile Road Segment on SR 2 .................................. 71 

Table 37. Position and OOC Reports by 10-Mile Road Segment on SR 3 .................................. 75 

vi 
vii 

Table 38. Position and OOC Reports by 10-Mile Road Segment on SR 4 .................................. 79 

Table 39. Position and OOC Reports on SR 6.............................................................................. 82 

Table 40. Position and OOC Reports on SR 8.............................................................................. 85 

Table 41. Position and OOC Reports by 10-Mile Road Segment on SR 9 .................................. 87 

Table 42. Position and OOC Reports by 10-Mile Road Segment on the Island of Hawaii.......... 89 

Table 43. Position and OOC Reports by 10-Mile Road Segment on the Island of Maui............. 93 

Table 44. Position and OOC Reports by 10-Mile Road Segment on the Island of Kauai............ 96 

Table 45. Latency Measurements (in seconds) for Alaska and Hawaii...................................... 102 

Table 46. Summary of Responses from On-site Interviews ....................................................... 106 

Table 47. Mapping Pilot Test Technologies to Security and Efficiency Benefits...................... 110 

Table 48. OOC Reports in Alaska .............................................................................................. 112 

Table 49. OOC Reports in Hawaii.............................................................................................. 113 

Table 50. Summary of Manual Log Responses Received During Pilot Tests, by Carrier ......... 148 

Table 51. Staged Event Testing Script—Functional Requirements 3.2.1-1 to 3.2.1-5: 

Send/Receive Free-Form Text Message, Send/Receive Macro Message............................. 153 

Table 52. Staged Event Testing Script—Functional Requirements 3.2.3-1 to 3.2.3-10: Tethered 

Trailer Tracking via Load Assignment................................................................................. 155 

Table 53. Staged Event Testing Script—Functional Requirement 3.2.2: Positioning and Mapping 

of Tractors............................................................................................................................. 157 

Table 54. Staged Event Testing Script—Functional Requirements 3.2.4-1 to 3.2.4-5: Panic 

Button Alerts (Wired and Wireless) ..................................................................................... 158 

Table 55. Staged Event Testing Script—Functional Requirements 3.2.7-1 to 3.2.7-5: 

Connect/Disconnect Monitoring........................................................................................... 160 

Table 56. Field Test 1—Alaska .................................................................................................. 163 

Table 57. Field Test 2—Alaska .................................................................................................. 166 

Table 58. Field Test 1—Hawaii.................................................................................................. 170 
ACRONYMS 

AKDOT Alaska Department of Transportation 

Alcan Alaska-Canada Highway 

AVL Automatic Vehicle Location 

BC British Columbia 

CMV Commercial Motor Vehicles 

DEM Digital Elevation Model 

DoD Department of Defense 

EAL External Application Links 

EIRP Effective Isotropic Radiated Power 

ESCT Expanded Satellite-based Mobile Communications Tracking 

FHWA Federal Highway Administration 

FMCSA Federal Motor Carrier Safety Administration 

FOT Field Operational Test 

GEO Geosynchronous Orbit 

GIS Geographic Information System 

GPS Global Positioning System 

GSO Geostationary Satellite Orbit 

HazMat or HM Hazardous Materials 

HERO Hazards of Electromagnetic Radiation Ordinance 

ID Identification number 

Lat/Long Latitude and Longitude 

LEO Low-Earth-Orbit 

LTL Less-Than-Truckload 

MARAD Maritime Administration 

MDI Mobile Data Interchanges 

MEO Middle-Earth-Orbit 

MIPR Mobile-Initiated-Position-Reporting 

NMC Network Management Center 

NSS New Skies Satellites 

OOC Out Of Coverage 

OTA Over-The-Air 

PHMSA Pipeline and Hazardous Materials Safety Administration 

PLMRS Private Land Mobile Radio Service 

QoS Quality of Service 

RMA Return Material Authorization 

viii 
ix 

SCTG Standard Classification of Transported Goods 

SR State Route 

SMCT Satellite-based Mobile Communications Terminal 

TAPS Trans-Alaska Pipeline System 

TSA Transportation Security Administration 

USGS U.S. Geological Survey 

WMD Weapons of Mass Destruction 

WPB Wireless Panic Button 
EXECUTIVE SUMMARY 

The Federal Motor Carrier Safety Administration’s (FMCSA’s) main goal is to save lives and 

reduce injuries in crashes involving commercial motor vehicles (CMVs), while enhancing the 

efficiency of commercial vehicle operations and improving the security of hazardous materials 

transport. 

This FMCSA initiative was authorized in the 2004 Senate Conference Report 108-401: 

As proposed by the Senate, the conference agreement directs $2,000,000 from funds provided for 

the high-priority initiative program for an expanded satellite-based mobile communications 

system to monitor and track hazardous materials and high-value cargo in uncovered areas of the 

United States. 

As a result, FMCSA conducted a regional assessment and 3-month pilot test to test a wireless, 

satellite-based mobile communications tracking system to monitor hazardous materials and highvalue cargo in order to improve communications both in Alaska and Hawaii, where satellitebased tracking services were only partially available. During the pilot test, an Expanded 

Satellite-Based Mobile Communications Tracking (ESCT) system was tested in the operations of 

five carriers along major routes in Alaska and Hawaii. For this project, the QUALCOMM 

wireless satellite-based mobile communications system was tested. The system included: 

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

interface unit for two-way text communications 

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

• Tethered trailer tracking 

• Panic alerts 

The equipment for this system is shown in Figure 1. 

Figure 1. Technologies Installed for ESCT System Test 

x 
Commercial hazardous materials carriers in both Alaska and Hawaii participated in this pilot test. 

Carriers in Alaska included Alaska West Express (38 tractors), operating out of Fairbanks, and 

Carlile Transportation Systems (25 tractors and 20 trailers), Lynden Transport (12 tractors), and 

Weaver Brothers (25 tractors), all operating out of Anchorage. For the pilot test in Hawaii, Shell 

Motiva, a local fuel delivery carrier, operated a total of five trucks on the islands of Maui, 

Hawaii and Kauai. The carriers identified the primary routes on which commercial carriers 

transported hazardous materials and/or high-value loads in the regions. 

During the pilot test, the ESCT systems installed on the participating trucks were set to record 

position locations once every 15 minutes. When a position location was recorded, an indication 

of the satellite communication status was also recorded. This status indicated whether the vehicle 

was in or out of coverage (OOC). All data sent to or received from the mobile units went through 

QUALCOMM’s Network Management Center (NMC) in San Diego, California. 

In addition to the automated data collection, a series of site visits was conducted to test the 

technologies and interview participants. Interviews with carrier drivers, dispatchers, and 

management personnel were structured to gauge the impacts of the technologies on operational 

environments, and the usefulness of the technology in daily operations and service to the 

carriers’ customers. These interviews indicated that two-way communications were improved 

during the pilot tests in both Alaska and Hawaii. The Alaskan carriers indicated that prior to the 

pilot test, large areas in Alaska had no two-way communication coverage—specifically, much of 

the James Dalton Highway, significant portions of State Route (SR) 3 (between Fairbanks and 

Anchorage), and most of SR 2 and SR 4 were uncovered by commercially available terrestrial 

(cellular) communications. 

With the use of the ESCT systems, spots remained for which OOC reports were received. Likely 

indicators of the causes for these continued OOC reports included mountainous terrain, manmade structures such as loading/unloading facilities, and oversized loads on trailers blocking the 

line of sight from the ESCT system to the satellite. Table 1 and Table 2 provide a summary of 

the total number of position reports and OOC reports collected during the pilot test. 

Table 1. OOC Reports in Alaska by Route 

Route Total Total Position Total OOC Percentage 

Name Miles Reports Reports of OOC 

Reports 

Dalton Hwy 412 61,945 15,000 24 

Route 1 531 26,808 1,466 5 

Route 2 373 23,337 2,604 11 

Route 3 323 22,005 2,733 12 

Route 4 268 2,255 128 6 

Route 6 142 295 16 5 

Route 8 133 8 0 0 

Route 9 37 124 3 2 

Total 2,219 136,777 21,950 16 

xi 
xii 

 Table 2. OOC Reports in Hawaii by Route 

Route 

Name 

Total 

Miles 

Total Position 

Reports 

Total OOC 

Reports 

Percentage 

of OOC 

Reports 

Route 11 154 920 0 0

Route 19 56 1,247 0 0 

Route 31 53 1 0 0 

Route 36 16 673 0 0 

Route 37 24 139 0 0 

Route 50 33 234 13 6 

Route 56 38 371 11 3 

Route 190 39 48 0 0 

Route 340 22 49 0 0 

Route 360 33 0 0 N/A 

Route 380 6 321 0 0 

Route 550 19 0 0 N/A 

Total 493 4,003 24 1 

Despite certain gaps in coverage, the three tested technologies—satellite-based mobile 

communications, panic buttons, and tethered trailer tracking—had positive effects on both the 

safety and security of hazardous materials shipments in Alaska and Hawaii, compared to 

operations conducted prior to the use of the technologies. The two-way communication 

capabilities of the ESCT systems improved communications over a larger region than previously 

available, thereby improving operational safety and security. Drivers used the ESCT systems to 

request assistance from dispatchers, convey vehicle and road-related information (e.g., delays, 

weather conditions), and report delivery status to dispatchers. Dispatchers used the ESCT 

systems to respond to driver requests (both emergency and operational), manage their fleet 

movements, assign routes, and provide better visibility to their customers regarding shipment 

status. When emergency situations were encountered during the pilot test, dispatchers could 

respond quickly because the drivers used the panic button features, which provided two-way 

communication capability between them and their company dispatchers. Use of the tethered 

trailer tracking technology provided better visibility by supplying tracking and trailer status 

information (connected or disconnected) to the participating carrier. 

With enhanced tracking capabilities for both trucks and trailers, carriers were able to improve 

their operations and their service to their customers. Better asset visibility allowed the carriers to 

provide more accurate delivery-time estimates, leading to better utilization of their overall fleet 

assets. More reliable delivery-time estimates helped the carriers schedule necessary loading and 

personnel resources at their terminals. As a result, these systems helped to improve the security 

and efficiency of carriers’ operations in Alaska and Hawaii. 
1.0 INTRODUCTION 

The Federal Motor Carrier Safety Administration’s (FMCSA’s) main goal is to save lives and 

reduce injuries in crashes involving commercial motor vehicles (CMVs) while enhancing the 

efficiency of commercial vehicle operations and improving the security of hazardous materials 

transport. 

Following the terrorist events of September 11, 2001, FMCSA and the trucking industry have 

been working toward securing trucking operations, particularly in the area of hazardous materials 

transportation. Reducing the vulnerability of truck operations to acts of violence is vital, since 

these motor carriers could be identified as potential targets of attack, used as a means of 

transferring destructive materials within the country, and used as weapons to attack other targets. 

In two previous FMCSA projects, several technologies have been tested and evaluated to 

improve the safety, security, and efficiency of CMV operations: the Hazardous Materials Safety 

and Security Field Operational Test (HazMat FOT) and the Untethered Trailer Tracking and 

Control Project. In these projects, vehicle and cargo tracking systems provided vehicle location 

information in the continental United States to a dispatcher on a regular basis with the added 

capability to provide information to carrier-authorized third parties, such as public sector 

agencies. 

In 2004, the Senate Conference Report 108-401 stated that further tracking capabilities were 

necessary for CMVs: 

“As proposed by the Senate, the conference agreement directs $2,000,000 from 

funds provided for the high-priority initiative program for an expanded satellitebased communications system to monitor and track hazardous materials and 

high-value cargo in uncovered areas of the United States.” 

The primary purpose of the FMCSA Expanded Satellite-based Mobile Communications 

Tracking (ESCT) project was to pilot test a wireless, satellite-based mobile communications 

tracking system to track hazardous materials and high-value cargo and to improve 

communications in areas where satellite-based tracking services were not available or were 

partially available. In these locations, mobile satellite-based communications services may not 

have been widely deployed due to the unique geography of these regions or other factors. As a 

result, a major goal of this project was to test a system that could potentially improve 

communications along major routes in these regions during emergencies, while enhancing 

trucking operations. For this project, the QUALCOMM wireless satellite-based mobile 

communications system was tested. The system included: 

• 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 

• Tethered trailer tracking 

• Panic alerts 

1 
Key stakeholders included: 

• Motor carriers that transport shipments from origin to destination 

• Shippers that prepare and offer the shipments for transportation 

• Receivers (consignees) who accept and verify the shipments at destination 

• Federal, state, and local Government agencies that are concerned with the safety, 

security, inspection, regulation, and documentation of the drivers, vehicles, and 

shipments during transport 

The regions selected for the project were Alaska and Hawaii. The largest state in the United 

States, Alaska is approximately 2.3 times the size of Texas and has nearly 13,000 total miles of 

highways and roads. Alaska’s most important thoroughfare is the Alaska Highway, also known 

as the Alaska-Canada Highway or Alcan. This highway, approximately 1,390 miles long, runs 

from Dawson Creek, British Columbia to Fairbanks, Alaska. Route numbers include BC 

Highway 97, Yukon Highway 1, and Alaska Route 2. Figure 2 shows the Alcan Highway as 

Route 2 from Fairbanks into Canada. 

Figure 2. Alaska Highway (Alcan) Route 2 

Source: Carlile Transportation Systems, 2006. 

The James Dalton Highway in Alaska is a 414-mile stretch of road that parallels the northernmost section (Figure 3) of the 800-mile length of the Trans-Alaska Pipeline System (TAPS). The 

pipeline is vulnerable to potential sabotage or damage that could disrupt the flow of oil. In 

addition, the vast and harsh nature of the Alaskan region and the limitations in currently 

available communications systems make vehicle breakdowns and other emergencies potentially 

life-threatening situations in this region. 

2 
3 

Figure 3. James Dalton Highway 

Source: Carlile Transportation Systems, 2006. 

While far smaller in size in terms of total land mass than Alaska, the Hawaiian Islands share a 

need for expanded satellite-based mobile communications to help address productivity, safety, 

security, and environmental concerns. There are more than 4,000 total miles of highways and 

roads in Hawaii. The mix of hazardous materials shipments in Hawaii mirrors that of Alaska and 

the continental United States. 

To address these issues in Alaska and Hawaii, the ESCT pilot test was conducted for 

approximately 90 days from November 2005 through January 2006. Different configurations of 

ESCT system technologies were installed on 105 tractors. The trucks were utilized in the daily 

operations of four carriers in Alaska and one in Hawaii, each with different carrier operational 

profiles. 
2.0 EXISTING REGIONAL CONDITIONS 

Prior to initiating a pilot test, existing regional conditions were defined in Alaska and Hawaii to 

determine the need for ESCT systems, which included: 

• Addressing the types and quantities of high-value and hazardous materials cargo 

transported in Alaska and Hawaii, and the carriers that haul them 

• Addressing the unique geographic conditions in Alaska and Hawaii 

2.1 GOODS TRANSPORTED IN ALASKA AND HAWAII 

As shown in Table 3, trucks transport the highest tonnage of shipments in the United States, as 

compared to other modes. Similarly, in Alaska and Hawaii, commodities are primarily shipped 

by truck, as indicated in Table 4 and Table 5. For Alaska, these data refer to shipments that are 

carried to, from, and within Alaska. For Hawaii, these data refer to shipments transported within 

individual Hawaiian islands. 

Table 3. 2002 U.S. Shipment Characteristics 

Mode of Transportation Tons Percentage Average 

(Thousand) of Total Miles per 

Tons Shipment 

All modes 11,667,919 100.0 546 

Single modes 11,086,660 95.0 240 

Truck a 7,842,836 67.2 173

For-hire truck 3,657,333 31.3 523 

Private truck 4,149,658 35.6 64 

Rail 1,873,884 16.1 807

Water 681,227 5.8 568

Air (incl. truck and air) 3,760 Z 1,919 

Pipeline b 684,953 5.9 N/A

Multiple modes 216,686 1.9 895 

Other and unknown modes 364,573 3.1 130 

a “Truck” as a single mode includes shipments that were made only by private 

truck, for-hire truck, or a combination of private and for-hire truck. 

b Estimates for pipeline exclude shipments of crude petroleum. 

Key for Tables: Z =an estimate equal to 0 or less than 1 unit of measure. 

N/A = not applicable. 

Source: Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 

2002 Commodity Flow Survey. 

4 
Table 4. 2002 Mode of Transportation Shipment Characteristics for Alaska 

Mode of Transportation Tons 

(Thousand)

Percentage 

of Total 

Tons 

Average 

Miles per 

Shipment 

All modes 36,498 100.0 166 

Single modes 35,811 98.1 141 

Truck a 14,266 39.1 69

For-hire truck 7,139 19.6 179 

Private truck 7,120 19.5 36 

Rail N/A N/A 401

Water 1,529 4.2 376

Air (incl. truck and air) 42 0.1 1,063 

Pipeline b 1,946 5.3 N/A

Multiple modes N/A N/A 656 

Other and unknown modes N/A N/A N/A 

a “Truck” as a single mode includes shipments that were made only by private truck, 

for-hire truck, or a combination of private and for-hire truck. 

b Estimates for pipeline exclude shipments of crude petroleum. 

Source: Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 2002 

Commodity Flow Survey, United States Data, Dec 2004. 

Table 5. 2002 Mode of Transportation Shipment Characteristics for Hawaii 

Mode of Transportation Tons 

(Thousand)

Percentage 

of Total 

Tons 

Average 

Miles per 

Shipment 

All modes 23,659 100.0 214 

Single modes 18,971 80.2 69 

Truck a 11,494 48.6 13

For-hire truck 3,290 13.9 11

Private truck 8,011 33.9 13

Rail Z Z Z

Water 547 2.3 480

Air (incl. truck and air) 13 Z 1,094

Pipeline b 6,919 29.2 N/A

Multiple modes 4,259 18.0 1,277 

Other and unknown modes 429 1.8 N/A 

a “Truck” as a single mode includes shipments that were made only by private 

truck, for-hire truck, or a combination of private and for-hire truck. 

b Estimates for pipeline exclude shipments of crude petroleum. 

Source: Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 

2002 Commodity Flow Survey, United States Data, Dec 2004. 

5 
Table 6 and Table 7 summarize the types and quantities of commodities shipped within Alaska 

and Hawaii in 2002. Hazardous materials represent the majority of commodities transported in 

both states, a fact which supports the need for truck tracking capabilities for the secure 

movement of these types of cargo. 

Table 6. 2002 Commodity Shipment Characteristics for Alaska 

SCTGa SCTGa Commodity Description Tons % of Value Average 

Code (Thousand) Total 

Tons 

(Million$) Miles per 

Shipment 

17 Gasoline and aviation turbine fuel 9,487 26.0 2,257 108 

18 Fuel oils 4,592 12.6 923 N/A 

19 Coal and petroleum products 1,314 3.6 255 N/A 

31 Non-metallic mineral products 1,153 3.2 128 56 

15 Coal 1,147 3.1 34 255 

Meat, fish, seafood, and their 519 1.4 1,013 732 

preparations

05 

07 Other prepared foodstuffs, fats, and oils 212 0.6 183 157 

Commodity unknown 80 0.2 26 N/A 

08 Alcoholic beverages 49 0.1 94 279 

Base metal in primary or semi-finished 46 0.1 57 103 

forms and in finished basic shapes

32 

SCTG: Standard Classification of Transported Goods. There are 41 two-digit SCTG commodity codes. a 

Table 7. 2002 Commodity Shipment Characteristics for Hawaii 

SCTGa SCTGa Commodity Description Tons % of Value Average 

Code (Thousand) Total 

Tons 

(Million$) Miles per 

Shipment 

17 Gasoline and aviation turbine fuel 6,294 14.1 1,899 N/A

18 Fuel oils 5,671 13.7 1,203 N/A

12 Gravel and crushed stone 4,061 8.9 55 N/A

31 Nonmetallic mineral products 2,535 8.1 224 N/A

07 Other prepared foodstuffs, fats, and oils 1,046 5.7 1,094 82

19 Coal and petroleum products 382 5.6 103 N/A

11 Natural sands 271 5.1 7 110

08 Alcoholic beverages 126 3.2 307 54

26 Wood products 109 2.3 159 N/A

24 Plastics and rubber 76 2.3 295 87

Source for Tables 6 and 7: Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 2002 Commodity Flow 

Survey, United States Data, Dec 2004. 

6 
2.1.1 Hazardous Materials and High-Value Loads Transported in Alaska and Hawaii 

Alaska 

The majority of the hazardous materials trucking carriers operating in Alaska transport 

flammable liquid products, as shown in 1 Table 8. According to the Bureau of Transportation 

Statistics and the U.S. Census Bureau, approximately 15.9 million tons of gasoline and aviation 

turbine fuel, fuel oils, and coal and petroleum products are shipped in Alaska. In addition, Class 

1 munitions are also carried throughout the state, because of the military bases in Alaska.2 The 

Alaska Department of Transportation (AKDOT) estimates that more than 800 commercial trucks 

over 12,000 lbs. (unladed empty weight) are authorized to carry hazardous materials in Alaska. 

Table 8. Hazardous Material Shipment Characteristics 

by Hazard Class in Alaska: Percentage of Total for 2002 

Hazard Class and Description Tons (%) 

Class 1: Explosives 0.2 

Class 2: Gases 9.7 

Class 3: Flammable liquids 81.6 

Class 4: Flammable solids 0.5 

Class 5: Oxidizers and organic 0.6 

 peroxides 

Class 6: Toxic (poison) 0.4 

Class 7: Radioactive materials Z 

Class 8: Corrosive materials 4.1 

Class 9: Miscellaneous dangerous 2.8 

 goods 

Total* 100 

*Total percentage may not equal 100%, due to independent rounding. 

Key: Z = represents an estimate equal to 0 or less than 1 unit of 

measure. 

Source: Bureau of Transportation Statistics (USDOT) and U.S. Census 

Bureau, 2002 Commodity Flow Survey, United States Data, Dec 2004. 

Hawaii 

Approximately 40–50 percent of all hazardous materials transported in Hawaii are Class 3 

petroleum products. According to the Bureau of Transportation Statistics and the U.S. Census 

Bureau, approximately 12 million tons of gasoline, aviation turbine fuel, and fuel oils are 

shipped in Hawaii. The second most common hazardous materials transported are Class 5 

pesticides or oxidizers and Class 6 fertilizers. The transport of radioactive materials is less 

common throughout the state. Other types of hazardous materials hauled in Hawaii include Class 

1 explosives (quantities of which fluctuate depending upon the level of development and 

 

1

 From presentation at Intelligent Transportation System and Commercial Vehicle Operations Deployment Showcase, January 2003, Trish 

Hanlon, ITS/CVO Project Manager, Alaska Department of Transportation. 2

 Dan Breeden, Chief Commercial Vehicle Enforcement, AKDOT Commercial Vehicle Enforcement. 

7 
quarrying in Hawaii), Class 2.3 chlorine and ammonia, and Class 2.2 regular gases used for 

medical purposes.3

2.1.2 Types of High-Value Cargo Transported by Truck in Alaska and Hawaii 

As with hazardous materials shipments in Alaska and Hawaii, high-value loads transported by 

trucks are not typically tracked or continuously monitored en route in these states. 

Alaska 

The AKDOT indicated that high-value goods transported through the state include equipment 

and Class 7 radioactive test materials going to the North Slope and oil fields. A number of 

electronics modules transported to Prudhoe Bay are high-value loads valued as high as $30 

million to $40 million.4 Table 9 shows the value of the commodities shipped within Alaska in 

2002. 

Table 9. 2002 Commodity Shipments in Alaska 

Commodity (SCTGa) Value 

Million$ 

17 Gasoline and aviation turbine fuel 2,257 

05 Meat, fish, seafood, and their preparations 1,013 

18 Fuel oils 923 

35 Electronic and other electrical equipment and components and office 

equipment 

351 

34 Machinery 294 

36 Motorized and other vehicles (including parts) 292 

19 Coal and petroleum products 255 

07 Other prepared foodstuffs and fats and oils 183 

33 Articles of base metal 129 

31 Non-metallic mineral products 128 

a SCTG: Standard Classification of Transported Goods. There are 41 two-digit SCTG 

commodity codes. 

Source: Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 2002 

Commodity Flow Survey, United States Data, Dec 2004. 

 

3

 John Bowen, Chairman of Hawaii Local Emergency Planning Commission (LEPC). 4

 Dan Breeden, Chief Commercial Vehicle Enforcement, AKDOT Commercial Vehicle Enforcement. 

8 
Hawaii 

Carriers in Hawaii provided a range of estimates for the dollar value that qualifies a load as 

“high-value.” The estimates ranged from $60,000 to $2 million, depending on the size of a 

carrier’s operation. Some loads with lower dollar values may be considered “high value,” based 

on how the shipper or receiver perceives the value and importance of the cargo.5

 Interviews with 

a small number of carriers revealed the following types of high-value loads being shipped 

throughout the state: athletic shoes, electronics, batteries, beer, household goods, automobiles, 

auto parts, airplane fuselages, and military equipment.6 Table 10 shows the value of 

commodities shipped within Hawaii in 2002. 

Table 10. 2002 Commodity Shipments in Hawaii 

Commodity (SCTGa) Value 

Million$ 

17 Gasoline and aviation turbine fuel 1,899 

43 Mixed freight 1,847 

18 Fuel oils 1,203 

07 Other prepared foodstuffs and fats and oils 1,094 

21 Pharmaceutical products 763 

30 Textiles, leather, and articles of textiles or leather 752 

35 Electronic and other electrical equipment and components and office 

 equipment 

692 

40 Miscellaneous manufactured products 430 

23 Chemical products and preparations 316 

08 Alcoholic beverages 307 

a SCTG: Standard Classification of Transported Goods. There are 41 two-digit SCTG commodity codes. 

Source: Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 2002 Commodity Flow Survey, 

United States Data, Dec 2004. 

2.1.3 Vehicles Hauling Hazardous Materials 

According to recent data available from AKDOT, 10,092 commercial trucks over 12,000 lbs. 

(unladed empty weight) were registered in 2002. Nearly 3,000 of these trucks are considered 

“heavy duty” (i.e., 26,000 lbs. or more, unladed empty weight). Approximately 11 percent of all 

commercial trucks in Alaska carried hazardous materials7

; therefore, more than 1,100 

commercial trucks over 12,000 lbs. are authorized to carry hazardous materials in Alaska. The 

2002 U.S. Census reports that approximately 6 percent of the 5,200 registered commercial 

vehicles in Hawaii transport hazardous materials.

 

5

 Clem Driscoll, C.J. Driscoll and Associates 

6

 Clem Driscoll, C.J. Driscoll and Associates 

7

 2002 U.S. Census 

9 
2.1.4 Estimated Number of Hazardous Materials and High-Value Loads 

The total number of hazardous material loads that Alaskan and Hawaiian carriers haul in a month 

varies greatly. Based on interviews with typical fleets in Alaska and Hawaii, the estimated 

number of loads hauled per truck per month ranges from 10 to 60 loads. For example, an 

Alaskan carrier representative estimated that his company hauls only a few loads each month, 

but travels long distances.8

The percentage of loads that are hazardous materials and high-value loads varies greatly among 

the carriers in Alaska and Hawaii. For example, one of the carriers interviewed in Hawaii 

estimated that as few as 15 percent of its loads involve hazardous materials. However, the same 

carrier estimated that as many as 75 percent of its loads are high-value. One Alaska carrier 

indicated that it transports 100 percent hazardous materials.9

Many of the hazardous material loads in Hawaii are smaller loads not covered by the USDOT 

weight regulations—that is, loads which do not require placards.10 This fact, combined with the 

fact that the states of Alaska and Hawaii do not require the monitoring and reporting of 

hazardous material loads, makes it difficult to accurately estimate the total number of hazardous 

material loads in these states. 

2.1.5 Principal Ways in Which Trucks Are Routed 

There are three primary ways in which carriers route their drivers: 

• Fixed route: the same route with the same stops on a regular schedule—daily, weekly, or 

monthly 

• Pre-scheduled for the day: the schedule for the driver is different every day, but still preplanned 

• Dynamic response: drivers are actively dispatched throughout the day 

Based on a small set of interviews with carriers in Alaska and Hawaii, it seems that several fleets 

hauling hazardous materials and high-value goods pre-schedule the drivers’ routes. 

2.1.6 Average Length of Haul 

The length of haul for a driver in Alaska ranges from 10 miles to 1,500 miles. The average 

number of miles per shipment for the top 10 commodities being shipped in Alaska is 241 

miles.11 Based on interviews of Hawaiian carriers, the length of haul ranges from approximately 

75 miles to 100 miles. The average number of miles per shipment for the top 10 commoditi

being shipped in Hawaii is 83 miles.12

es 

 

8

 Clem Driscoll, C.J. Driscoll and Associates 

9

 Clem Driscoll, C.J. Driscoll and Associates 

10 John Bowen, Chairman of Hawaii LEPC 

11 Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 2002 Commodity Flow Survey, United States Data, Dec 2004. 12 Bureau of Transportation Statistics (USDOT) and U.S. Census Bureau, 2002 Commodity Flow Survey, United States Data, Dec 2004. 

10 
11 

 

2.2 GEOGRAPHIC FEATURES AND ROUTES OF ALASKA AND HAWAII 

One reason that satellite-based mobile communications tracking systems have not been deployed 

on a large scale in Alaska and Hawaii has to do with the geographic features in these regions. 

Alaskan and Hawaiian carriers and emergency responders describe the terrain as mountainous 

with gulches. 

Alaska’s geography can be categorized in four main areas, including two mountain ranges (the 

Pacific Mountain System and the Rocky Mountain System), a central plateau, and the North 

Slope or coastal plain. The Pacific Mountain System runs from the Aleutian Islands down 

through south-central Alaska and down the Pacific coast to southern California. The Rocky 

Mountain System consists of glacier-made mountain peaks that rise to 9,000 feet above sea level 

in the east, with lower elevations in the west. The central plateau is located between the Pacific 

Mountain System in the south and the Rocky Mountain System of Alaska in the north. The North 

Slope lies north of the Rocky Mountain System and slopes gradually toward the Arctic Ocean.13

The highest point in Alaska is Mt. McKinley; the lowest is the point at which the state meets the 

Pacific Ocean, the Bering Sea, and the Arctic Ocean. 

The Hawaiian Islands are approximately 2,400 miles southwest of the continental United States. 

Comprised of eight main islands, Hawaii stretches 1,523 miles and covers 10,932 square miles. 

Since the islands were formed by volcanoes, they contain several mountains and valleys. The 

highest point in the state is Mauna Kea, reaching 13,796 feet; the lowest point is at sea level.14

Throughout these mountainous regions, goods are transported via roads through both remote and 

industrial areas. In Alaska, the routes are more dangerous and include gravel surfaces on roads 

that lead to the more remote areas. For example, the only road leading to Prudhoe Bay is 

unpaved, and becomes extremely dangerous during the spring and fall when the road is wet and 

the ground is soft. 

2.2.1 Movement of Goods to Other Regions 

According to the AKDOT, Alaska receives more cargo from and through Canada than it ships 

out by truck. Although oil and fish constitute the majority of shipments out of Alaska, these 

items are not typically moved via truck.15 Because Hawaii is comprised of islands, transportation 

of hazardous materials to other regions is via maritime systems and air transport. 

13 Source: www.netstate.com. 

14 Source: www.netstate.com. 

15 Dan Breeden, Chief Commercial Vehicle Enforcement, AKDOT Commercial Vehicle Enforcement. 
3.0 MOBILE COMMUNICATIONS SYSTEMS 

IN ALASKA AND HAWAII 

To determine the most feasible type of ESCT system for this project, research was conducted in 

the broad area of vehicle communications and the specific area of satellite communications. 

3.1 BACKGROUND 

A wide range of communications systems have been available and used by fleets in the United 

States for over 30 years. These communications systems range from mobile radio, which has 

been available for over 30 years, to analog, which has been available for over 20 years, to paging 

networks which have been available for over 10 years. Mobile communications tracking systems, 

sometimes referred to as automatic vehicle location (AVL) systems, were introduced in the 

1980s and have been in use since that time.16 As shown in Figure 4, mobile communication 

systems can be broadly categorized depending upon the method of delivery: terrestrial-based, 

(i.e., data over cellular telephony, private land mobile radio service (PLMRS), and packet radio), 

and satellite-based. 

Terrestrial mobile communications refers to a class of communications in which the transmitters 

and receivers are located on the ground using cellular towers. Satellite-based mobile 

communications are a class of communications in which there is a set of transmitters and 

receivers located in a satellite orbit. A communications satellite is a radio relay station in orbit 

above the earth that receives, amplifies, and redirects analog and digital signals carried on a 

specific radio frequency. Communications data passes through a satellite using a signal path 

known as a transponder. Typically, satellites have between 24 and 72 transponders. A single 

transponder is capable of handling up to 155 million bits of information per second. 

Figure 4. Methods of Providing Mobile Communications 

 

16 U.S. Fleet Automatic Vehicle Location (AVL) System Market & Suppliers, C.J. Driscoll & Associates, Feb 2003. 

12 
In general, satellite communications are well-suited to providing blanket communications over 

large land masses where it would be impractical or economically limiting to do so with terrestrial 

systems. Satellite systems are categorized according to the orbit(s) which they occupy. Low 

Earth Orbit (LEO) systems typically use a constellation of low-powered satellites that can 

provide global coverage when equipped with Gateway Earth Stations. These satellites are in a 

polar orbit at an altitude of a few hundred kilometers, in which each revolution takes between 90 

minutes and a few hours. The satellites in a LEO swarm are strategically spaced so that from any 

point on the surface, at least one satellite is always on a line of sight. A LEO satellite system 

allows the use of simple, non-directional antennas, offers reduced latency, and does not suffer 

from solar fade. 

A geostationary satellite is an Earth-orbiting satellite, placed at an altitude of approximately 

22,300 miles directly over the Equator, which revolves in the direction of the Earth’s rotation 

(west to east). At this height, these satellites rotate around the Earth at the same speed as the 

Earth rotates around its axis; in that way, the satellites remain stationary above a point on the 

Earth (normally directly above the Equator). Satellites in geostationary satellite orbit (GSO) are 

typically high-powered satellites with spot beams that provide localized coverage, regional 

beams that often contour to a country or a specific region of interest, or hemispheric beams that 

cover up to one-third of the Earth from a single orbit. A geostationary satellite can be accessed 

using a directional antenna aimed at the spot in the sky where the satellite appears to hover. 

Middle-Earth-Orbit (MEO) systems orbit the Earth at a height between 1,000 and 22,300 miles 

above the Earth’s surface. Since MEO satellites are closer to the Earth than geostationary 

satellites, Earth-based transmitters with relatively low power and modest-sized antennas can 

access the MEO system. Because MEO satellites orbit at higher altitudes than LEO satellites, the 

useful footprint (coverage area on the Earth’s surface) is greater for each MEO satellite. MEO 

satellites are mainly used in global positioning systems (GPS) and are not stationary in relation 

to the rotation of the Earth. 

The geographic area of the Earth’s surface to which a satellite can transmit, or from which it can 

receive, is called the satellite’s “footprint.” The footprint can be tailored to include beams with 

different frequencies and power levels. Satellites transmit information within radio frequency 

bands. The frequency bands most frequently used by satellite communications companies are 

called C-band and the higher Ku-band. There are advantages and disadvantages of each with 

respect to cost, path diversity, and the complexity of the mobile communication equipment used. 

13 
3.2 COMMUNICATIONS SYSTEMS CURRENTLY USED IN ALASKA AND 

HAWAII 

To evaluate the feasibility of testing ESCT systems in specific regions, preliminary research was 

conducted to determine existing communications systems for CMV carriers in Alaska and 

Hawaii and to assess the need for improved communications. GPS tracking of any kind was not 

widely deployed, according to carriers and state agencies interviewed in Alaska and Hawaii.17

State agencies indicated that cell phones and two-way radios were the drivers’ primary modes of 

communication in case of an emergency or a hazardous materials incident. In such a situation, 

the driver would typically place a call to 911 via cell phone, and the 911 operators would 

dispatch the first responders.18 Based on several interviews with Alaskan and Hawaiian carriers 

who rely primarily on cell phone communications with drivers, only about 30 percent are using 

automated dispatch software.19

In Alaska, there are also approximately 1,100 licensed operators of PLMRS systems, which are 

effective for short-haul voice and data communications for a wide range of applications, such as 

transportation, emergency services, and ship-to-shore communications. However, these bands 

are often congested. Interference is common, and the range, which depends upon propagation 

conditions and the availability of repeaters (i.e., receivers/transmitters usually located on hilltops, 

to extend the coverage of PLMRS), makes this service unsuitable for critical applications that 

require guaranteed receipt of mobile communications. 

In Hawaii, voice and data communications are possible throughout the main highways from 

cellular telephone service and PLMRS. The geographic area is small and the costs of providing 

service are reasonable. This is in sharp contrast to Alaska, which includes many thousands of 

uninhabited square miles and whose overall population density is very low. Nevertheless, regions 

throughout the Hawaiian Islands are not well serviced by terrestrial communications, and 

satellite communications offer the advantage of contiguous coverage. 

While some carriers in Alaska and Hawaii were reasonably satisfied with their communication 

methods, carriers also commented about gaps in mobile communications coverage in parts of 

both states. These carriers relayed challenges, such as inability to reach drivers, dispatch centers 

via two-way radios, or first responders in a timely manner.20 Also, the AKDOT noted that cell 

phone coverage suffers from communications gaps in areas such as the Glenn Highway from 

Anchorage to Fairbanks, on which there are 30- to 40-mile stretches offering no coverage. 

As a result, Alaska and Hawaii represented important regions to examine to track hazardous 

materials and high-value loads with satellite-based mobile communications systems. 

For the pilot test in these states, the QUALCOMM satellite-based mobile communications 

deployed in the continental United States could not provide sufficient service quality without 

modification of the system’s terminal. Figure 5 shows the satellite coverage in the continental 

 

17 Clem Driscoll, C.J. Driscoll and Associates. 

18 Kaumana Fire Department. 

19 Clem Driscoll, C.J. Driscoll and Associates. 

20 Clem Driscoll, C.J. Driscoll and Associates. 

14 
United States using the mobile unit system with the current AMC-3 satellite provider, whose 

coverage does not reliably extend service to Alaska and Hawaii. 

Figure 5. AMC-3 Satellite Coverage for the QUALCOMM Mobile Communications System 

Source: Qualcomm, 2004. 

3.3 SATELLITE COVERAGE FOR ESCT SYSTEMS 

Several different types of satellite coverage were evaluated for the QUALCOMM ESCT systems 

that would be tested in this project. LEO constellations often have the advantage of providing 

path diversity by having more than one satellite available for communication, which is attractive 

for mobile satellite applications. This is an important technical advantage over geostationary 

systems in general and in particular at high latitudes, where the elevation angle to the satellite is 

low and the probability of horizon blockage increases. However, while the LEO satellite systems 

may have advantages of path diversity over GSO satellite systems, the cost of providing LEO 

satellite service over large areas was determined to be prohibitively high, unless there were high 

traffic demands. As a result, GSO satellite systems providing spot and regional beam coverage 

were investigated for use in this project. 

First, service providers of spot beam coverage were considered. Spot coverage was offered by 

New Skies Satellites (NSS) on its NSS-5 satellite. This particular beam had six 36 MHz 

transponders, yet the decision to steer the beam to cover Alaska depended upon NSS’s ability to 

readily sell services on those transponders, which it considered unlikely. Figure 6 shows the 

coverage that could have been provided by the NSS-5 satellite with the beam steering option. 

15 
Figure 6. NSS-5 Satellite Coverage in Alaska 

Source: QUALCOMM, 2004. 

If this solution were selected, the transponder costs would be high, because of NSS’s inability to 

readily sell services on those transponders if the beam were moved to point at Alaska. That being 

the case, and given the limited traffic density possible from an Alaska-only beam, this solution 

would not be cost-effective in the long term. 

For these reasons, the spot beam solution was not considered further, and satellites with regional 

coverage of the continental United States and Alaska were investigated. Table 11 provides a 

review of current GSO satellites that provide regional coverage in Alaska. 

Table 11. Current Satellites Providing Coverage in Alaska 

Name Location Operator Comments 

AMC-16 85W SES Americom Elevation angle unfavorable 

IA5 97W INTELSAT Full transponder power needed 

AMC-15 105W SES Americom Not available 

Galaxy 10R 123W PanAmSat Best match 

Horizons 1 127W PanAmSat Second best match 

IA7 129W INTELSAT Full transponder power needed 

16 
17 

AMC-16 had the highest level of effective isotropic radiated power (EIRP), but because of its 

location at 85W, its use would result in very low elevation angles. AMC-15, exclusively used for 

a Direct-2-Home Internet service, had high power and reasonable location. Two INTELSAT 

satellites, IA5 and IA7, required the full transponder power to reach the edge of the service area 

and were not favorable economically. 

In comparison, the beams on two PanAmSat satellites, Galaxy 10R and Horizons 1, reached the 

edge of the service area at Prudhoe Bay, and the use of high-power transponders meant that the 

service could be operated using half of the transponder power, providing an acceptable economic 

solution. Figure 7 shows the EIRP contours for the Galaxy 10R satellite, which are a measure of 

the signal strength radiated from the satellite. For reliable service, the EIRP needed to be 44 

dBW or better throughout the desired service area, where dB is decibels and W is watts. At 

Prudhoe Bay, the signal strength just met this requirement, because of a difficulty of generating 

high signal strength at areas close to the North Pole. As a result, the Galaxy 10R GSO satellite 

with regional beam coverage was selected for use in this project. 

Figure 7. Galaxy 10R EIRP Contours 

Source: QUALCOMM, 2004. 
4.0 PRELIMINARY DRIVE TESTS IN ALASKA 

AND HAWAII 

Prior to the initiation of the 3-month pilot test for this project, limited preliminary drive tests 

were conducted during October and November 2004. A drive test involved installing satellitebased mobile communications tracking systems on one or two vehicles, calibrating the units to 

report on similar reporting cycles, and driving these vehicles over prescribed routes to collect 

preliminary data. 

Two tests were conducted for validation of Galaxy 10R satellite coverage of the major areas in 

Alaska and Hawaii. The Alaska drive test consisted of two vehicles with two satellite-based 

mobile communications tracking systems on each vehicle. One satellite mobile communications 

tracking system was the standard mobile unit used in the continental United States, and the 

second contained a reconfigured antenna and a 2W-power transceiver. The vehicles were driven 

along a predetermined route that covered the major highways in Alaska. A quality of service 

(QoS) test determined whether any modifications to the system’s antenna were required so that it 

could acquire and maintain the satellite signal. In addition, some preliminary testing was done to 

determine the approximate coverage provided by the satellite (i.e., satellite footprint). 

The Hawaii drive test involved one vehicle with two satellite-based mobile communications 

tracking systems. One satellite mobile communications tracking system was the standard mobile 

unit used in the continental United States and the second contained a reconfigured antenna and a 

2W-power transceiver. 

4.1 TEST METHODOLOGY 

During the preliminary drive tests, QUALCOMM and PanAmSat performed calculations to 

ensure that there was enough power and bandwidth to provide communications with a defined 

QoS (link budget test), so as to determine whether QUALCOMM’s off-the-shelf mobile 

communications equipment would meet coverage requirements for service in both Alaska and 

Hawaii. 

The engineering analysis showed that, in addition to using PanAmSat in place of 

QUALCOMM’s continental U.S.-based satellite provider, modifications included: 

• Optimizing the mobile unit antenna for coverage in Alaska. This required a design 

and development effort to lower the elevation angle of the antenna to maximize the signal 

strength throughout Alaska, and to prevent signal drop-outs if vehicles were not level 

(i.e., trucks on steep hills). 

• Using a higher-powered 2W transceiver. The conventional unit sold commercially by 

QUALCOMM for use in the continental United States uses a 1W transceiver. This 

higher-powered, 2W transceiver was needed to ensure that reliable communications from 

the mobile unit to the satellite could be guaranteed at the edge of the service area in 

northern Alaska, where the sensitivity of the satellite was weakest. The 2W receiver was 

also required in the ESCT systems tested in Hawaii. 

18 
Based upon the mobile unit antenna reconfiguration and the preliminary drive tests, the quality 

of service for Alaska and Hawaii was re-calculated as shown in Figure 8. 

Figure 8. Extended Service Quality 

Source: QUALCOMM, 2004. 

During the fall 2004 drive tests, the performance of each mobile unit was monitored several 

times per day. In the mobile unit system, all airlink parameters (Eb/N0 [a measure of signal 

strength—energy per bit per noise power spectral density], number of re-transmits and position, 

etc.) were automatically recorded in a comprehensive file for each mobile unit. To obtain a good 

sample of signal strengths, each mobile unit was configured for the fast mobile-initiatedposition-reporting (MIPR) mode for the test. Each mobile unit reported its position and signal 

strength every 15 minutes for a subsequent analysis of signal strength. The drivers also sent 

messages to the test manager regarding terrain descriptions, which helped to correlate 

unexpected signal strengths with time-of-day and/or position. 

4.2 PASS/FAIL CRITERIA 

The mobile unit air link required that both the forward and the return links meet specified 

minimum signal strengths, measured in Eb/N0 , for the system to work. These minimum level 

limits were: 

• Forward link Eb/N0 > 9.0 dB 

• Return link Eb/N0 > 7.5 dB 

19 
Yet commercial mobile communication services could not be offered unless there were a 2–3 dB 

margin in each link, where the minimum Eb/N0 values for service, and the pass/fail criteria for 

all systems, were: 

• Forward link Eb/N0 > 11.0 dB 

• Return link Eb/N0 > 9.5 dB 

Improving the forward link involves using more transponder power, while improving the return 

link involves using more mobile unit power. 

4.3 DRIVE TEST RESULTS—ALASKA 

Figure 9 shows the drive test route in Alaska. The red crosses on the map indicate position 

reports received over the air from the test vehicle. 

Figure 9. Drive Test Route for Alaska 

Source: QUALCOMM, 2004. 

4.3.1 Coverage Results Using PanAmSat Galaxy 10R Satellite and the Reconfigured 

Mobile Unit 

Figure 10 shows the signal strength results from the ESCT systems that were tested in the Alaska 

drive tests. These histograms show the frequency of occurrence on the vertical axis plotted 

against signal strength on the horizontal axis. Two plots are provided, one each for the forward 

and return links, including the pass/fail limits. As indicated, the signal strengths for both the 

forward and return link measurements were above the pass limit. 

20 
pass pass

Signal strength Signal strength

Frequency of 

Occurrence

Figure 10. Performance Using Galaxy 10R and 2-Watt Mobile Unit in Alaska 

Source: QUALCOMM, 2004. 

As shown in Table 12, the drive test results revealed that reliable performance was possible using 

the ESCT system with an antenna optimized for service quality in Alaska. The test data were 

from the “worst case” part of the service area with respect to satellite G/T and pointing angle. 

(G/T refers to the gain to noise temperature ratio, which is a measure of satellite receiver 

sensitivity.) In all cases, there was sufficient signal strength to close both the forward and the 

return links (Eb/N0 = 9.0dB and 7.5 dB, respectively). 

Table 12. Signal Strengths Using Galaxy 10R in Alaska 

Link Measured Eb/N0 to Eb/N0 % of

Direction Eb/N0 (mean) Close Link Commercial Measurements 

Service Below Minimum 

Reverse 11.1 dB 7.5 dB 9.5 dB 11.2% 

Forward 13.4 dB 9.0dB 11.0 dB 10.5% 

21 
4.4 DRIVE TEST RESULTS—HAWAII 

The routes driven in the drive tests in Hawaii on the islands of Oahu and Hawaii are shown in 

Figure 11 and Figure 12. These routes represented the major roads throughout Oahu and Hawaii, 

including some minor roads that lead to military bases. The red crosses on the maps indicate 

position reports received over the air from the test vehicle. 

Figure 11. Oahu Fall 2004 Drive Test 

Source: QUALCOMM, 2004. 

Figure 12. Hawaii Fall 2004 Drive Test 

Source: QUALCOMM, 2004. 

22 
4.4.1 Coverage Results Using PanAmSat Galaxy 10R Satellite and the 

Reconfigured Mobile Unit 

Figure 13 shows the signal strength results from the reconfigured mobile unit that was used for 

the test. 

Figure 13. Performance Using Galaxy 10R and 2-Watt Mobile Unit in Hawaii 

Source: QUALCOMM, 2004. 

As shown in Table 13, the data collected from the drive test revealed that signal strength were 

sufficient to close both the forward and return links (Eb/N0 = 9.0dB and 7.5 dB, respectively). 

Table 13. Signal Strengths Using Galaxy 10R in Hawaii 

Link Measured Eb/N0 to Eb/N0 % of

Direction Eb/N0 (mean) Close Link Commercial Measurements 

Service Below Minimum 

Reverse 9.7 dB 7.5 dB 9.5 dB 20.9% 

Forward 12.3 dB 9.0 dB 11.0 dB 17.0% 

Comparing the results against the values set for commercial service shows that a maximum of 

20.9 percent of the measurements were below the commercial threshold line. However, this was 

acceptable, since the re-transmission scheme causes the messages to be re-sent and delivered in 

both directions. 

23 
24 

4.4.2 Summary of Drive Tests and Analysis 

Since the commercial deployment of its satellite-based mobile communications systems, 

QUALCOMM has performed extensive analyses of satellite coverage in the continental United 

States using not only independent testing, but also coverage data received from carriers. Those 

analyses revealed that, as long as the mobile equipment was in the line of sight of the applicable 

satellite, there was ubiquitous coverage of the continental United States. 

Data obtained from the series of drive tests showed that the existing QUALCOMM satellitebased mobile communications systems deployed in the continental United States did not 

adequately cover Alaska and Hawaii. These drive tests of the QUALCOMM satellite-based 

mobile communications system verified that while the PanAmSat Galaxy 10R satellite provides 

sufficient coverage in Alaska and Hawaii, the geographical coverage does not extend throughout 

the continental United States. 

In order to provide satellite-based communications throughout the entire United States with the 

QUALCOMM satellite-based mobile communications system, two separate satellite providers 

and two different configurations of mobile units were required. The ESCT system tested in 

Alaska required a low-look antenna and a 2W transceiver. Figure 14 provides a graphical 

depiction of the modified “look angle” reduced from 0 to approximately 30 degrees above the 

horizon required for satellite communications in Alaska. The standard QUALCOMM mobile 

communications system used in most of the continental United States has a look angle from 0 to 

approximately 45 degrees above the horizon. The ESCT systems tested in Hawaii did not require 

a low-look-angle antenna, because Hawaii is much farther south than Alaska. However, these 

systems did require the use of the higher-powered 2W transceiver. 

Figure 14. Modified Look Angle for QUALCOMM ESCT System 
5.0 TECHNOLOGIES 

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

and network subsystems. This section provides descriptions of these technologies. Table 14 gives 

an overview of the functional requirements for the ESCT system tested in this project. Appendix 

A provides further details about the functional requirements met by the technologies tested in the 

ESCT system pilot test. 

Table 14. Top-Level Requirements Overview 

1. Messaging—The system shall provide the ability to send and receive text messages and 

macros (pre-formatted messages) between dispatchers and the tractors. 

2. Location and Mapping of Tractors—The system shall provide a mapping of tractor locations. 

It shall provide a location history for a tractor with mapping. 

3. Location and Mapping of Tethered Trailers—The system shall provide trailer location 

updates from tractor positions when tethered. 

4. Times and Positions of Trailer Connections and Disconnections—The system shall 

provide time and position messages for connection and disconnection events. 

5. Panic Button Alerts—The system shall automatically send out a panic message displaying 

time, date, and location of the tractors. 

For the pilot test, QUALCOMM provided their satellite-based mobile communications and 

tracking system, panic buttons, and tethered trailer tracking system. The technologies that 

comprised the ESCT system are summarized in Table 15, and their features are described below. 

Table 15. ESCT System Provided by QUALCOMM 

Product Name Functional Capability

• Satellite-based wireless communication, vehicle tracking, and 

messaging 

OmniTRACS

• Over-the-air (OTA) messaging protocols 

Tethered Trailer • Tethered trailer tracking 

Tracking Unit • Accurate time and location identification of trailer/tractor connections

and disconnections 

Panic Buttons • In-cab and wireless panic alerts 

• Satellite link provided over the Galaxy 10R geostationary Ku-band 

satellite with coverage of Alaska and Hawaii 

Network 

Communications 

Network Management • OTA messaging protocols 

Center • Customer Interface Protocol and Network Management Infrastructure 

• Tractor Mobile Communications Tracking System Customer Site 

Application 

QTRACS and

TrailerTracs Customer 

Application Software • Trailer Mobile Communications Tracking System Customer Site 

Application 

25 
5.1 WIRELESS SATELLITE-BASED MOBILE COMMUNICATIONS SYSTEM 

As shown in Figure 15, the QUALCOMM wireless satellite-based mobile communications 

system (OmniTRACS) consists of a satellite-based mobile communications terminal (SMCT) 

installed inside a CMV cab and a dome antenna GPS receiver that is mounted on the roof of a 

tractor. For the pilot test, messages and position information, including the latitude, longitude, 

and time, were shown through an application that enabled the carrier’s dispatcher to view the 

location of the tractor on a map. Using a computer interface, the carrier’s dispatchers tracked the 

tractors and viewed position histories of vehicles’ locations en route. 

Figure 15. Wireless Satellite-based Mobile 

Communications System 

Source: Qualcomm, 2004. 

5.2 TETHERED TRAILER TRACKING SYSTEM 

The QUALCOMM tethered trailer tracking unit shown in Figure 16 provides near-real-time 

connection and disconnection events viewable on a map that are captured and transmitted as 

alerts to the dispatcher. In conjunction with the SMCT, the dispatcher is notified with time and 

location information that a trailer has been connected or disconnected from the tractor. 

Figure 16. Tethered Trailer Unit 

Source: Qualcomm, 2004. 

26 
5.3 IN-CAB AND WIRELESS PANIC BUTTONS 

Panic buttons provide real-time emergency alerts from the driver to the dispatcher. As shown in 

Figure 17, an in-cab panic button is mounted inside the vehicle to send an emergency alert. A 

wireless panic button (WPB) that can be carried by the driver to remotely send an emergency 

alert is shown in Figure 18. Both the WPB and the OmniTRACS wireless satellite-based mobile 

communications system used in the pilot test received the Department of the Navy’s Hazards of 

Electromagnetic Radiation to Ordnance (HERO)21 certification. 

Figure 17. In-Cab Panic Button 

Source: Qualcomm, 2004. 

Figure 18. Wireless Panic Button 

Source: Qualcomm, 2004.

 

21 “NAVSEA OP 3565/NAVAIR 16-1-529,” Eleventh Revision of 1 May 2002. 

 

27 
5.4 NETWORK COMMUNICATIONS—MOBILE COMMUNICATIONS SYSTEM 

During the pilot test, the satellite communications link was provided over the Galaxy 10R 

geostationary Ku-band satellite for the ESCT system. As shown in Figure 19, the information 

was transmitted to the communications satellite and down to the tractor’s wireless SMCT. The 

messaging from the tractor returned to the customer fleet management center in the opposite 

direction. All QUALCOMM messages and positions from the satellite communications were 

routed through a commercial Network Management Center (NMC) in San Diego, California, 

with a back-up NMC located in Las Vegas, Nevada. Both centers are fully redundant from a 

network standpoint. The NMC processes over 8 million messages per day. NMC and technical 

hotline support operate 24 hours a day, 7 days a week. Information was sent from the customer 

fleet management center to the NMC via the Internet. 

Figure 19. Wireless Satellite-based Communications 

Source: QUALCOMM, 2004.

28 
29 

5.5 MOBILE COMMUNICATIONS SYSTEM CUSTOMER SITE APPLICATION 

Host software is the communications link to the SMCT system. The site applications fully 

support data from the user’s host computer to the NMC with Mobile Data Interchanges (MDI). 

The host controls and manages system features; supports messaging capabilities to and from the 

tractor, as well as throughout the entire company; supports position data; and enables direct 

integration of systems applications through a large library of External Application Links (EAL). 

A screen capture of a display message in QUALCOMM’S QTRACS host software is shown in 

Figure 20. The tethered trailer tracking side of the host provides exception-based alerts notifying 

dispatch personnel of unauthorized trailer connections and disconnections. 

Figure 20. Screen Capture of a Display Message in QTRACS 

Source: QUALCOMM QTRACS, 2003. 
6.0 PILOT TEST OPERATIONAL SCENARIOS 

Two different operational scenarios for Alaska and Hawaii were developed for the pilot test. 

Table 16 shows the scenarios selected for the pilot test and the technologies that were included in 

each scenario. 

Table 16. Technology Solution Scenarios by Uncovered Region 

Scenario Description Technology Components 

1 Alaska • Satellite Mobile Communication Systems (100 units) 

• In-cab Panic Buttons (100 units) 

• Wireless Panic Buttons (100 units) 

• Tethered Trailer Tracking (20 units) 

2 Hawaii • Satellite Mobile Communication Systems (5 units) 

• In-cab Panic Buttons (5 units) 

• Wireless Panic Buttons (5 units) 

6.1 SCENARIO 1—ALASKA REGION 

Scenario 1 included four carriers of the high-value goods and hazardous materials. Alaska West 

Express operated primarily out of their Fairbanks terminal. Carlile Transportation Systems, 

Lynden Transport, and Weaver Brothers, Inc. operated primarily out of terminals located in 

Anchorage, Alaska. While shippers and consignees are critical links in the overall safety and 

security of hazardous materials shipments, they did not have a direct role in this pilot test 

scenario. The carriers supplied 20 trailers and 100 tractors. 

The key users of the system were the dispatchers and drivers. The dispatchers monitored the 

routes, tractor positions, trailer connections and disconnections, messages, and panic button 

alerts. The drivers used the on-board satellite terminal to send and receive standard messaging 

and macros. The technologies installed on each truck are listed in Table 17 by carrier, each of 

which is described below. Technologies are mapped to the high-level functional requirements 

described earlier. 

30 
Table 17. Scenario 1 Technologies by Tractors and Trailers 

Carrier Tractors/ 

Trailers Technologies Functional 

Requirements 

Carlile 25 Tractors Satellite 20 tethered In-cab and Web/mapping on 1,2,3,4,5 a

20 Trailers communications trailer tracking wireless panic host system with 

on all tractors units buttons back-office 

integration 

Lynden 12 Tractors Satellite No tethered In-cab and Web/mapping on 1,2,5 a

communications trailer tracking wireless panic host system 

on all tractors units buttons 

Alaska 

West 

Express 

38 Tractors Satellite 

communications

on all tractors 

No tethered 

trailer tracking 

units 

In-cab and 

wireless panic 

buttons 

Web/mapping on 

host system 

1,2,5 a

Weaver 25 Tractors Satellite No tethered In-cab and Web/mapping on 1,2,3,4,5 a

Brothers communic ations trailer tracking wireless panic host system 

on all tractors units buttons 

a Refer to Table 14 for functional requirement designations. 

6.1.1 Carlile Transportation 

6.1.2 Lynden Transport 

Lynden Transport is a leading provider of innovative, multimodal transportation solutions. The 

combined capabilities of the Lynden Companies include truckload and LTL transportation; 

scheduled and charter barges; intermodal bulk chemical hauls; scheduled and chartered air 

freighters; domestic and international air forwarding; international ocean forwarding; remote site 

construction; sanitary bulk commodities hauling; and rail and multimodal logistics. 

Lynden Transport was the first trucking company in Alaska to provide scheduled, over-the-road 

freight service via the Alcan Highway to major Alaska communities. Lynden dispatches a 

localized LTL pick-up and delivery operation out of their Anchorage terminal. The average 

length of haul is about 100 miles. Lynden monitored efficiencies throughout the pilot test in 

regard to customer service, safety, and utilization. The dispatchers also tracked tractor locations, 

Carlile Transportation Systems is one of Alaska’s largest trucking companies, with more than 

100 company-owned trucks and 800 pieces of trailer equipment. Its operation covers Alaska, 

including Anchorage, Fairbanks, Valdez, Kenai, Prudhoe Bay/Deadhorse, and Seward, with 

service to and from the lower 48 States. In addition to less-than-truckload (LTL) dry freight and 

specialized heavy haul equipment, Carlile transports all major classes of hazardous materials, 

including munitions, commercial explosives, and hazardous waste. Carlile Transportation 

Systems was the first authorized DoD munitions carrier in Alaska. Maintaining in-transit 

visibility of their sensitive loads, drivers, and equipment is critical. 

Carlile dispatches line haul tractors out of Anchorage with runs reaching as far as 900 miles into 

Prudhoe Bay. Before the pilot test, it had had only minimal success with communications 

throughout this stretch of road. During the pilot test, the dispatchers tracked tractor locations, 

monitored trailer connections and disconnections, sent and received text messages, and received 

alerts from panic button activations. The drivers sent and received text messages using the in-cab 

driver interface unit and activated the in-cab or wireless panic buttons to report emergencies. 

31 
monitored trailer connections and disconnections, sent and received text messages, and received 

alerts from panic button activations. The drivers sent and received text messages using the in-cab 

driver interface unit and activated the in-cab or wireless panic buttons to report emergencies. 

Alaska West Express provides truckload transportation throughout the United States and Canada, 

specializing in shipments to and from Alaska. Alaska West Express is experienced in 

transporting liquid- and dry-bulk products and hazardous and non-hazardous chemicals and 

petroleum products. Alaska West Express delivers 95 percent of all the chemicals (10 million 

gallons per year) delivered to the North Slope of Alaska. Alaska West Express has terminals in 

Anchorage and Fairbanks, Alaska, as well as in Milton, Washington. 

Alaska West Express dispatches a line haul and truckload operation out of their Fairbanks 

Terminal. Their average length of haul is 1,000 miles. Alaska West Express is also a 30-percent 

owner-operator fleet, making them the only mixed operation in this pilot test. During the pilot 

test, the dispatchers tracked tractor locations, monitored trailer connections and disconnections, 

sent and received text messages, and received alerts from panic button activations. The drivers 

sent and received text messages using the in-cab driver interface unit and activated the in-cab or 

wireless panic buttons to report emergencies. 

6.1.3 Alaska West Express 

6.1.4 Weaver Brothers, Inc. 

Weaver Brothers, Inc. was founded in Oregon in 1946. In 1955, Weaver brothers moved their 

main operations to Anchorage. Weaver Brothers provides local, line haul, and fuel deliveries; 

drayage, dry, and reefer vans; and low-boy trailers. They have terminals in Anchorage, 

Fairbanks, and Kenai. Their loads vary, but are typically bulk fuel (high-risk) and high-value 

electronics. Other commodities include hot oil and sulfuric acid. Weaver Brothers also serve 

companies providing ocean liner service from the Pacific Northwest. 

Weaver Brothers dispatch line haul and local fuel deliveries out of their Anchorage terminal. The 

average length of haul is typically local—30- to 50-mile runs—with occasional line haul runs 

exceeding 900 miles. Weaver Brothers was the pilot test’s only split operation, providing both 

long-haul and local delivery. They were also the only high-value carrier in the Alaska scenario. 

During the pilot test, the dispatchers tracked tractor locations, monitored trailer connections and 

disconnections, sent and received text messages, and received alerts from panic button 

activations. The drivers sent and received text messages using the in-cab driver interface unit and 

activated the in-cab or wireless panic buttons to report emergencies. 

6.2 SCENARIO 2—HAWAII REGION 

Scenario 2 included the tracking of bulk fuel deliveries on three islands in the state of Hawaii. 

Five Shell Motiva fuel delivery trucks were part of this pilot test. The technologies installed in 

each truck for Scenario 2 are listed in Table 18. 

32 
Table 18. Scenario 2 Technologies by Tractors 

Number 

of 

Tractors 

Technologies Carrier Functional 

Requirements 

5 Satellite 

communications 

on all tractors 

In-cab and 

wireless panic 

buttons 

Web/mapping on 

host system 

Shell 

Motiva 

1,2,5 a

a

 Refer to Table 14 for functional requirement designations. 

Shell Motiva is located in Oahu, Hawaii, and provides fuel delivery service on all of the major 

Hawaiian Islands. Their typical runs range from 10 to 200 miles throughout the islands. The five 

vehicles used for this pilot test were located on three different islands. Two were on the island of 

Maui, two on the island of Hawaii, and one on the island of Kauai. During the pilot test, the 

dispatchers monitored tractor locations and received alerts from panic button activations. All 

dispatching activities throughout the islands were controlled from Shell’s dispatch center in 

Honolulu, Hawaii. The drivers activated the in-cab or wireless panic buttons to report 

emergencies. 

6.3 ROLES AND RESPONSIBILITIES OF PILOT TEST PARTICIPANTS 

Table 19 provides a summary of the roles and responsibilities of participants in the pilot test. 

Although shippers and consignees received benefits from the ESCT systems, their day-to-day 

roles and responsibilities did not change with the addition of the technologies deployed during 

the pilot test. 

Table 19. Roles and Responsibilities 

Role Responsibilities 

Shipper • Created manifests; no direct system interaction 

Carrier/Dispatcher •

•

•

•

•

•

•

•

•

•

•

Created and monitored routes 

Sent and received messages 

Located tractors and displayed vehicle positions on the map 

Found and displayed a specific tractor or all tractors at a 

specific location or landmark 

Displayed position history on a map for a selected tractor 

Verified positions sent from tractors 

Verified trailer connections and disconnections 

Verified that the panic alert was sent 

Verified tractor position at time of panic alert 

Verified that panic alert escalation procedures were followed 

Modified Mobile Initiated Position Report (MIPR) settings from 

15 minutes to 5 minutes for one tractor, and then verified 

granular positioning for 15 minutes 

Driver •

•

Sent and received messages 

Activated the on-board and wireless panic buttons 

Consignee • Received load; no direct system interaction 

33 
During the pilot test, drivers used the ESCT system terminals in the cabs of their trucks to send 

and receive text messages and macros relating to load assignments, pick-ups, and deliveries, and 

to send updates to their dispatchers on the estimated time of arrival and any unexpected delays 

encountered en route. In addition, the drivers were responsible for using the panic buttons if they 

experienced a safety- or security-related emergency. The drivers had no direct interface with the 

tethered trailer tracking unit. Drivers received load and trailer assignments from dispatchers via 

the text-messaging capabilities of the ESCT system and were responsible for picking up specific 

trailers. When the driver connected or disconnected the electrical “seven-way” connector 

between the tractor and trailer, the tethered trailer tracking system and ESCT system 

automatically generated an alert and sent that message to the dispatcher. 

The carrier’s dispatcher used the ESCT system to make load assignments to drivers (via text 

message and macros), to monitor trucks en-route by viewing the location of tractors on a map, 

and to monitor the connections and disconnections of trailers equipped with the tethered trailer 

tracking system. In addition, the dispatchers were responsible for responding to panic alerts. 

When a driver pressed a panic button, dispatchers would receive both a text message alert sent 

automatically through the ESCT system and a telephone call based on a pre-defined escalation 

procedure filed with QUALCOMM’s NMC. Then, the dispatcher would use the graphical 

tracking features of the QTRACS host system to determine the location of the driver who 

initiated the panic alert and communicate with the driver to determine the nature of the alert. 

When the dispatcher understood the extent of the emergency, it was his/her responsibility to 

initiate the appropriate response from either carrier resources or notify appropriate emergency 

response personnel. 

For the pilot test, dispatchers kept manual logs related to selected events. As shown in 

Appendix B, a log entry was completed when any of the following events occurred: 

• Receipt of panic alert messages 

• Assignment of a trailer to a tractor and confirmation of a correct pick-up and the time 

• Attempts to locate a trailer 

• Loss of communications with a driver 

• Use of the ESCT systems for a new capability that was not possible prior to the 

installation of the systems 

Dispatchers, drivers, and management personnel were also asked to participate in staged-event 

testing during site visits. The messages and data expected from both the daily operations and the 

staged tests are shown in Table 20 and Table 21. 

34 
Table 20. Anticipated Messages and Data from Daily Operations 

Technology Exercise Objective Expected Data Fields 

ESCT System Send and receive free- Demonstrate and test the Tractor unit ID, time 

Terminal form messages ability to send/receive text transmitted, time 

Two-Way Text Send and receive messages between a driver received, date, free-form 

Communication macro messages and dispatcher via satellite 

communications 

text or macro 

ESCT System Automatic vehicle Demonstrate and test the Tractor unit ID, time of 

Terminal position reporting ability to send and receive report, time received, 

Tractor Position periodic vehicle position date, satellite availability 

Reports reports, and track the 

progress of a vehicle on a 

map 

(Y/N), latitude, longitude, 

speed, heading 

Tethered Trailer Connect/disconnect Demonstrate and test the Trailer unit ID, 

Tracking trailer and tractor ability to identify when a 

trailer is connected or 

disconnected to a tractor, 

confirm that the correct trailer 

is connected or 

disconnected, and track the 

trailer while connected to the 

tractor 

connect/disconnect, time 

reported, time received, 

latitude, longitude, speed, 

heading 

Panic Button (In- Alert notification Demonstrate and test the Tractor unit ID, time 

cab and Wireless) Configure alert 

notifications 

Receive email, pager, 

and desktop 

notification of alert 

ability of drivers to alert 

dispatchers to emergencies 

through the use of wireless 

and dash-mounted panic 

buttons 

reported, time received, 

latitude, longitude, speed, 

heading 

35 
36 

Table 21. Anticipated Messages and Data from Staged-Event Testing 

Technology Exercise Objective Expected Data Fields 

ESCT System Send and receive free- Demonstrate and test the Tractor unit ID, time 

Two-Way Text form messages ability to send/receive text transmitted, time 

Communication Send and receive 

macro messages 

messages between a driver 

and dispatcher via satellite 

communications 

received, date, free- form 

text or macro 

ESCT System Automatic vehicle Demonstrate and test the Tractor unit ID, time of

Tractor Position position reporting ability to send and receive report, time received, 

Reports periodic vehicle position 

reports, and track the 

progress of a vehicle on a 

map 

date, satellite availability 

(Y/N), latitude, longitude, 

speed, heading 

Tethered Trailer Connect/disconnect Demonstrate and test the Trailer unit ID, 

Tracking trailer and tractor ability to identify when a

trailer is connected or 

disconnected to a tractor, 

confirm that the correct trail

is connected or disconnect

and track the trailer while 

connected to the tractor 

er 

ed, 

connect/disconnect, time

reported, time received, 

latitude, longitude, speed, 

heading 

Panic Button Alert notification Demonstrate and test the Tractor unit ID, time 

(In-Cab and Configure alert ability for drivers to alert reported, time received, 

Wireless) notifications 

Receive email, pager, 

and desktop 

notification of alert 

dispatchers to emergencies 

through the use of wireless 

and dash-mounted panic 

buttons 

latitude, longitude, speed, 

heading 
7.0 PILOT TEST RESULTS 

The focus of the 3-month pilot test was to test the functionality of the system and determine the 

communication coverage along routes in Alaska and Hawaii using the ESCT system. The 3-

month ESCT system pilot test included both field and staged-event testing. 

During the field testing, the ESCT system terminal automatically reported locations every 15 

minutes as the carriers conducted their normal daily operations along major routes. The carriers 

in Alaska used the text-messaging capability with their drivers on average less than once per day 

per vehicle. The carrier in Hawaii did not use the text-messaging capabilities. Another part of the 

field test data collection involved the carriers completing manual logs for: 

• Receiving and responding to panic alert messages 

• Assigning trailers to tractors, confirming the correct pick-up, and noting the time 

• Locating a trailer 

• Losing communications or inability to contact a driver 

• Identifying problems and unmet expectations 

A copy of the manual log form used during the test is provided in Appendix B. Appendix C 

contains a summary of each manual log received during the pilot test from each carrier. 

During the pilot test, three site visits—two in Alaska and one in Hawaii—occurred in which each 

carrier was asked to conduct staged-event testing. The staged testing involved carrier dispatchers 

and drivers performing a pre-determined procedure or “script” to test specific ESCT system 

functionalities, such as panic button alerts, which were likely to be used infrequently in typical 

daily operations. Both automated data and manual logs were collected, in addition to interviews 

of the carrier drivers, dispatchers, and managerial personnel. 

37 
Table 21 shows the technology tested, testing exercise, testing objective, expected data collection 

counts, and measures of effectiveness planned as part of the on-site staged testing events. The 

interview guide is included in Appendix D and the test script is included in Appendix E. 

Table 22 lists the identified limitations of using the staged-event testing, which differed from 

real-world operations. 

Table 22. Limitations and Implications of Staged-Event Testing 

Limitations of Staged-Event Testing 

Limited Number of Tests—To minimize impacts on the carrier’s daily operations, a limited 

number of staged-event tests were conducted. 

Tests Conducted Only at Carrier Terminals—Staged-event testing was conducted only at the 

carrier’s terminal locations in Alaska and Hawaii. 

Pre-Alerting of Personnel for Panic Messages—Carrier personnel responsible for responding 

to panic alerts were pre-notified when the panic message testing was taking place. 

Vehicles Not Moving During Staged Tests—Due to operational and liability concerns, all 

staged-event testing took place at carrier’s terminal locations while vehicles were not moving. 

38 
Following the data collection, the location data and associated communication logs were 

analyzed using a geographic information system (GIS) to determine the coverage of the major 

roadways in both states and the occurrence of reported failed data transmissions. GIS maps were 

used to identify locations of communication gaps. The data were reviewed to determine whether 

at least one position report was accurately generated for every 5 miles that each tractor traveled. 

Then the locations where the satellite was reportedly unavailable were identified. If multiple 

reports of loss of satellite coverage were identified in the same proximity, additional 

investigations, such as verifying terrain in relation to PanAmSat satellite position using 

topography map data in the GIS, were conducted to explore the plausible causes. 

7.1 COMMUNICATION COVERAGE 

Determining the communication coverage using the ESCT system along routes in Alaska and 

Hawaii involved a multi-step process to identify locations without communication coverage. The 

following sections describe the approach to develop route profiles. 

During the pilot test, the ESCT system was installed on 105 tractors (100 in Alaska, five in 

Hawaii), and the tethered trailer tracking system was installed on 20 trailers (all with Carlile 

Transportation in Anchorage, Alaska). The reporting interval of each ESCT system unit was set 

to report four position reports per hour. Every 15 minutes, the system would “wake up,” record 

its position, and take a reading to determine whether PamAmSat satellite coverage was available 

at that location. During each 1-hour interval, the first three position reports were archived and 

then sent with the fourth report at the end of the hour. A position report was also sent with other 

messages, such as macros, text messages, panic alerts, and trailer connections/disconnections. 

The automated data elements and fields recorded for each message are identified in Table 23. 

Automated data element details are indicated in Table 24. 

7.1.1 Data Filtering and Normalization 

39 
Table 23. Data Elements and Data Fields Collected from Automated Data Logs 

System Type Functional 

Category Technology Data Elements Data Fields 

Satellite-based Tractor OmniTRACS • Macro messages • Time stamp 

Wireless Communica Wireless • Text messages • Macro # and version 

Communications -tions Satellite- based • Binary messages • Origin (tractor) Systems Mobile 

Communications 

System 

• Positions •

•

•

 Lat/Long and length 

 Type (text/binary) 

 User fields 

Satellite-based Tractor and Position • Positions • Time stamp 

Wireless Cargo Location • Origin (tractor) 

Communications Tracking Tracking • Lat/Long Systems • Proximity (city, town, 

landmark) 

Web-based Host 

System

Data 

Manageme

nt and 

Storage 

QTRACS/Web •

•

•

•

 Two-way text 

messaging 

 Mapping 

 Panic alerts 

 Trailer connect 

and disconnect 

status 

•

•

•

 Tractor communications data fields 

Trailer tracking data 

fields 

Panic buttons data 

fields 

Tethered Trailer Trailer Tethered Trailer • Connects • Time stamp 

Notification and Tracking Tracking • Disconnects • Trailer ID 

Tracking •

•

•

 Origin (tractor) 

 Lat/Long 

 Event type 

Real-Time Panic On-board Panic • Panic alert • Time stamp 

Emergency Buttons Button • Tractor number 

Notification •

•

 Alert 

 Lat/Long 

Real-Time Wireless Panic • Panic alert • Time stamp 

Emergency Button • Tractor number 

Notification •

•

 Alert 

 Lat/Long 

40 
Table 24. Automated Data Element Details 

Primary Data E ent lem Sub-Data Element 

Transaction Type Positi Report on

OmniT ACS Forward R Message* 

OmniTRACS Return Mes ge** sa

OmniTRACS Forward Ma ros c

OmniTRACS Return Macros 

Panic Message 

Tethered Trailer Event 

Customer Name Alaska West 

Weaver Brothers 

Lynden 

e Carlil

Shell Motiva 

Date Date of Transaction 

Receive Time For a position report—Receive time is the time that the dispatcher received the 

position 

For a forward message— eceive time is R the actual time that the vehicle 

received the message 

For a return message—Receive time is the actual time that the dispatcher 

received the message 

Time Zone U.S. Time Zones 

Vehicle ID Uniquel ed truck y assign ID for each truck by carrier

Trailer ID Uniquely assigned trailer ID for each trailer by carrier 

Trailer Serial # Serial ID Information on the trailer hitch 

Event Type Vehicle Position

Vehicle Message (Forward or Return) 

Panic Message 

Trailer Connection 

Trailer Disconnection 

Latitude Latitude Position in Degrees 

Longitude Longitude Position in Degrees 

Proximity Closest Position (landmark, city, etc.) to the vehicle at the time of the 

transaction 

Position Type Regular, Archived, and Archived Out of Coverage (OOC) 

Ignition Status ON or OFF 

Message Length Length of message 

Binary or Text Type of message 

* Forward message is from dispatcher to driver 

** Return message is from driver to dispatcher 

41 
Remove Data from Outside of Alaska and Hawaii 

Approximately 96 percent of the pilot test data was collected within Alaska and Hawaii. During 

the data collection period, each Alaskan carrier had at least one trip outside the state to pick up or 

deliver loads in Canada and the lower 48 states of the United States. Figure 21 shows the data 

points collected in the field test. Table 25 provides a summary of the different types of messages 

(e.g., position reports, panic alerts) received within and outside of the states of Alaska and 

Hawaii. Only data received within the states of Alaska and Hawaii were used for route analysis. 

Figure 21. Plot of All Field Test Data 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

42 
Table 25. Recorded Messages 

Transaction Type 

Total Number of 

Messages Alaska Hawaii 

Outside of 

Alaska 

Position Reports 261,027 227,996 21,653 11,378 

Forward Messages 552 522 6 24 

Return Messages 1,466 1,421 8 37 

Forward Macros 4 4 0 0 

Return Macros 20 20 0 0 

Panic Messages 54 51 3 0 

Tethered Trailer Event 132 90 0 42 

Total 263,255 230,104 21,670 11,481

Select Position Report Data 

The position reports were used for determining communication coverage along the major routes. 

To determine the coverage on major routes, 227,996 position reports in Alaska and 21,653 

position reports in Hawaii were recorded and used to determine the satellite coverage along 

routes. 

Remove Position Reports When the Vehicle is Not Moving 

When the vehicles’ engines were shut off, the ESCT systems continued to record positions for 1 

hour. To determine the coverage on major routes, position reports that were sent when the 

ignition was off were not analyzed, since these reports were assumed to represent destinations 

off the major routes. Table 26 shows the position reports for Alaska and Hawaii based on the 

vehicle’s ignition status. 

Table 26. Ignition Status of Position Reports 

in Alaska and Hawaii 

Position 

Reports 

Ignition On Ignition Off Total 

Alaska 197,162 30,834 227,996 

Hawaii 5,635 16,018 21,653 

Total 202,797 46,852 249,649 

The Hawaiian carrier Shell Motiva had almost three times as many “ignition-off” position 

reports as “ignition-on,” due to their fuel delivery operations of short trips with frequent stops for 

loading and unloading fuel at retail fueling stations. The deliveries in Alaska did not include the 

same large portion of frequent stops. Although Weaver Brothers, Inc. delivered fuel in Alaska, 

none of their fuel delivery vehicles were part of the pilot test. 

43 
7.1.2 Incorporate Data into Geographical Information System 

Two separate software applications were used as part of the data analysis: ArcGIS (a 

commercially available GIS software package) and Battelle’s Multimodal Geospatial Analysis 

Tools (a data visualization tool developed by Battelle to facilitate viewing and analyzing GIS 

data). The process used to import the field test data into the GIS applications and conduct the 

analysis is described below. 

Define Geographic Routes 

The first step in using the GIS applications was to define the routes that the vehicles traversed in 

the 3-month pilot test. These routes were most likely the routes that are used when transporting 

hazardous materials and/or high-value loads. Table 25 identifies the length of each route for 

Alaska, and the percentage of that route traversed by vehicles with the ESCT systems in this 

pilot test. For the routes in Alaska, pilot test vehicles traversed the entire length of all routes 

shown in Table 27, except State Route 6 and State Route 8. The first 29 miles of State Route 6 

was traversed from Fox, Alaska to the northeast. Only the first half mile of State Route 8 was 

traversed to the intersection with State Route 3 in the southwest. Figure 22 provides a colorcoded map of the major routes for Alaska. The arrows indicate the direction used in evaluating 

the overall route profiles. 

Table 27. Percentage of Routes in Alaska Traversed by Pilot Test Carriers 

Alaskan Routes Route 

Length 

(Miles) 

% Traversed by 

Instrumented 

Vehicles22

Pilot Test Carriers with 

Instrumented Vehicles 

Traversing the Route 

James Dalton Highway 412 100% A, C, L, W 

State Route 1 (Glenn Highway) 531 100% A, C, L, W 

State Route 2 (Alaska Highway) 373 100% A, C, L, W 

State Route 3 (George Parks Highway) 323 100% A, C, L, W 

State Route 4 (Richardson Highway) 268 100%23 A, C, L, W 

State Route 6 (Steese Highway) 142 13% A, C, L, W 

State Route 8 (Denali Highway) 133 7% A 

State Route 9 (Seward Highway) 37 100% A, C, W 

A = Alaska West Express 

C = Carlile Transportation 

L = Lynden Transport 

W = Weaver Brothers, Inc. 

 

22 Percentages based on dividing the number of 10-mile segments that included position location reports by the total number of 10-mile 

segments for the route. 23 The coverage for SR 4 is reported at 100 percent. Instrumented trucks traveled over the entire 268 miles of this route. However, when the 

position reports were recorded and separated into half-mile segments (for analysis within the GIS system), there were not position location 

reports in every half-mile segment. 

44 
Figure 22. Major Routes in Alaska 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

Table 28 shows the lengths of the routes and the percentage of the routes traversed in Hawaii by 

pilot test vehicles. The routes in Hawaii were shorter than those in Alaska, and fewer pilot test 

vehicles (two on Maui, two on Hawaii and one on Kauai) traversed these routes. Since the carrier 

in Hawaii delivered fuel from their terminals to locations where they serviced fueling stations, 

the pilot test vehicles did not travel along the entire routes into the less densely populated areas. 

Figure 23, Figure 24, and Figure 25 show the routes in Hawaii, Maui, and Kauai, respectively. 

The arrows indicate the direction used in evaluating the overall route profiles. 

45 
46 

Table 28. Percentage of Routes in Hawaii Traversed by Shell Motiva 

Route Route Length (Miles) 

Percentage Traversed by 

Shell Instrumented Vehicles24

State Route 11 155 44% 

State Route 19 56 100% 

State Route 190 39 100% 

State Route 31 53 17% 

State Route 36 16 100% 

State Route 37 24 67% 

State Route 340 22 33% 

State Route 360 33 0% 

State Route 380 6 100% 

State Route 50 33 50% 

State Route 56 38 75% 

State Route 550 19 0% 

Routes of Interest for the Island of Hawaii 

Figure 23. Major Routes on the Island of Hawaii 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

 

24 Percentages based on dividing the number of 10-mile segments that included position location reports by the total number of 10-mile 

segments of the route. 
Figure 24. Major Routes on the Island of Maui 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

47 
Figure 25. Routes on the Island of Kauai 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

48 
Identify and Remove Data Falling Outside the Major Routes 

After the routes were created in the GIS map database, the recorded position data from the ESCT 

systems were input into a Microsoft Access database, converting the latitude and longitude 

(lat/long) fields from degree:minute:second format to decimal degree format, and creating the 

geodatabase to plot the position reports as data points on a GIS map layer. 

Next, the field test data were mapped to the appropriate routes within the GIS application by 

“snapping” each data point to a route (within a 0.02 decimal degree tolerance). The decimal 

degree unit is based on the lat/long system. Latitude and longitude constitute the spherical 

reference system used to measure locations on the Earth’s surface. The degree:minute:second 

format of the lat/long was converted into decimal degrees using the following formula: 

Decimal degrees = Degree + Minute/60 + Second/3,600. 

Since decimal degrees are based on the lat/long system, the equivalent length of 0.02 decimal 

degrees in miles depends on the location at which it is measured. In Alaska, 0.02 decimal 

degrees is equivalent to approximately 1.37 miles. In Hawaii, 0.02 decimal degrees is equivalent 

to approximately 1.44 miles. As the data were input into GIS maps, some data were not 

associated with the major routes in the pilot test. Data that did not fall within the 0.02 decimal 

degree range of a major route were filtered out. Table 29 shows the portion of the total position 

reports (with ignition on) for Alaska and Hawaii that were outside the major routes. 

Table 29. Position Reports (Ignition On) 

On and Off Major Routes 

Position 

Reports 

On Major 

Routes 

Off Major 

Routes 

Total 

Alaska 136,777 60,385 197,162 

Hawaii 4,003 1,632 5,635 

Total 140,780 62,017 202,797 

Approximately 23 percent of the off-route reports were in Alaska. The majority of these data 

resulted from vehicles at terminal facilities and on minor roads that were not along the major 

routes where coverage was being tested. Over 28,000 off-route reports were in the immediate 

Fairbanks vicinity, and over 11,000 in the Anchorage vicinity. As shown in Figure 26, the 

majority of the off-route reports in the Fairbanks area were near the Alaska West Express 

terminal facility and other city streets near the area. The data for the Anchorage area displayed 

off-route reports near terminal facilities and the surrounding city streets. 

49 
Figure 26. Off-route Data in the Fairbanks, Alaska Area 

Source: Data: USGS World Digital Terrain Model (DTM). 

Table 30 and Table 31 summarize the total number of position reports and route mileage for 

Alaska and Hawaii, respectively. The rows titled “Off-route” in these tables correspond to those 

data points that did not map to one of the selected routes. 

50 
Table 30. Position Reports by Route in Alaska 

Route Name Total 

Miles 

Total Position 

Reports 

Dalton Hwy 412 61,945 

Route 1 531 26,808 

Route 2 373 23,337 

Route 3 323 22,005 

Route 4 268 2,255 

Route 6 142 295 

Route 8 133 8 

Route 9 37 124 

Subtotal 2,219 136,777

Off-route Data N/A 60,385 

Total 2,219 197,162

Table 31. Position Reports by Route in Hawaii 

Route Name Total Miles Total Position 

Reports 

Route 11 154 920 

Route 19 56 1,247 

Route 190 39 48 

Route 31 53 1 

Route 36 16 673 

Route 37 24 139 

Route 340 22 49 

Route 360 33 0 

Route 380 6 321 

Route 50 33 234 

Route 56 38 371 

Route 550 19 0 

Subtotal 493 4,003

Off-Route Data N/A 1,632 

Total 493 5,635

51 
Select Out-of-Coverage Data by Route 

The final filtering step involved separating the data into reports with and without coverage from 

the PanAmSat satellite. The ESCT system recorded its position and PanAmSat satellite coverage 

status (in or out of coverage) four times per hour. The system generated two types of position 

reports—regular and archived. When a regular report was sent every hour, it included the 

previous three archived reports. In Figure 27, a screen capture from the QUALCOMM QTRACS 

host application system shows regular and archived OOC reports. 

Figure 27. Screen Capture from QTRACS Application Showing Regular and Archived 

OOC Position Reports 

Source: QUALCOMM QTRACS, 2006. 

The archived reports were categorized as either in coverage or OOC. At each 15-minute interval, 

the ESCT system used the GPS satellites for vehicle locations. If coverage was available from 

the PanAmSat satellite, the data were recorded as “archived.” If PanAmSat satellite coverage 

was not available, the data were recorded as “archived OOC.” Since the ESCT system has a 

store-and-forward capability, the ESCT system stored the OOC messages and automatically sent 

them when communication was reestablished with the satellite. 

If PanAmSat satellite coverage were available at the scheduled time each hour, the regular 

message and three archived messages would be sent. However, if communication coverage from 

the PanAmSat satellite were unavailable at the hourly interval, the ESCT sent these messages 

52 
when PanAmSat satellite coverage was available. The data indicated time periods longer than an 

hour between messages sent, which in turn indicated the unavailability of the PanAmSat satellite 

orts) 

vided indicators of possible 

reasons for communication blockage. 

Table 32. OOC Reports in Alaska by Route 

communication coverage at the time regularly scheduled for messages. Table 32 and Table 33

provide the total position reports and OOC reports by routes for Alaska and Hawaii, respectively. 

Although the data showed where the communication problems (i.e., generation of OOC rep

occurred, they did not provide the reasons for the problems. As a result, specific locations of the 

OOC reports, terrain data, and the opinions of carrier personnel pro

Route Name Total Total Position Total OOC Percentage 

Miles Reports Reports of OOC 

Reports 

Dalton Hwy 412 61,945 15,000 24% 

Route 1 531 26,808 1,466 5% 

Route 2 373 23,337 2,604 11% 

Route 3 323 22,005 2,733 12% 

Route 4 268 2,255 128 6% 

Route 6 142 295 16 5% 

Route 8 133 8 0 0% 

Route 9 37 124 3 2% 

All Routes 2,219 136,777 21,950 

Table 33. OOC Reports in Hawaii by Route 

Route Name Total Total Position Total OOC Percentage 

Miles Reports Report of OOC 

Reports 

Route 11 155 920 0 0% 

Route 19 56 1,247 0 0% 

Route 190 39 48 0 0% 

Route 31 53 1 0 0% 

Route 36 16 673 0 0% 

Route 37 24 139 0 0% 

Route 340 22 49 0 0% 

Route 360 33 0 0 N/A 

Route 380 6 321 0 0% 

Route 50 33 234 13 6% 

Route 56 38 371 11 3% 

Route 550 19 0 0 N/A 

All Routes 494 4,003 24 1% 

53 
7.1.3 Creation of Route-specific Profile Charts 

Potential reasons for OOC reports and for the unavailability of satellite coverage include 

blockages of the line of sight from the ESCT system to the satellite caused by large buildings

overhead obstructions at terminals and/or shipper facilities, oversized loads, and terrain. No data 

related to weather impact on the satellite communication coverag

, 

e were collected; however, the 

participating carriers indicated that weather is a significant operational factor influencing how 

structures near and surrounding the loading and unloading facilities; their presence causes the 

they conduct their day-to-day business. None of the carriers indicated any observed weather

impact on the performance of the ESCT system technologies. 

Often referred to as creating the “urban canyon” effect, large buildings in downtown areas can 

block the line of sight from satellite-based mobile communication systems to satellites. In 

Anchorage, most of the OOC data points are in the downtown area. In addition, many terminals

and shipper/consignee locations are large, industrial environments with buildings and overhead 

urban canyon effect. Figure 28 shows a picture of one of Shell Motiva’s trucks parked under an 

overhead loading facility at their Maui terminal. 

Figure 28. Weaver Brothers Truck Carrying a Tall, Oversize ad 

urce: Wea thers, Inc., 200

uring the pilot tes oversized loads transported 

y some of the Alaska carriers, as shown in Figure 28. Due to the ESCT system antenna’s lowlook-angle, a tall load could cially as the vehicle in 

question was traveling northbound. This comm

many of the loads carried north t ru a p t for the oil 

drilling industry. 

d Lo

So ver Bro 6. 

D

b

t, satellite communication was also blocked from

 block the line of sight to the satellite, espe

unication blockage could occur frequently since 

o the P dhoe Bay area re large sup ort equipmen

54 
Figure 29. Shell Motiva Fuel Delivery Truck’s Communication 

Blocked by Overhead Facility 

Source Battelle, 2006. 

However, geographical location and terrain were other, more prominent factors blocking the 

of sight from the ESCT systems to the satellite. Due to the ESCT system

line 

 antenna’s low-lookangle and Alaska’s extensive mountainous terrain, Alaska carriers experienced more difficulties

maintaining communication coverage. For example, Figure 30 shows a Carlile truck traveling 

through mountainous terrain in Alaska. Hawaii has considerable mountainous terrain throughout 

the island chain, but the majority of the routes traversed during the pilot test were close to the 

shoreline with an unobstructed view of the satellites. 

Figure 30. Alaskan Carriers Experience Extreme Terrain 

Source: Carlile Transportation Systems, 2006. 

Challenges for Maintaining Communication Coverage 

55 
In order to determine if and where terrain-related features had an impact on the satellite 

communications during the pilot test, U.S. Geological Survey (USGS) Digital Elevation Model 

(DEM) data were incorporated with the GIS data analysis to generate an elevation “profile” for 

each of the routes. 

For example, Figure 31 shows the elevation profile for the James Dalton Highway in Alaska. 

Elevation data were averaged over half-mile segments in order to generate a single elevation 

point for each segment for individual routes. The route shown in this figure is 412 miles long, 

beginning approximately 30 miles north of Fairbanks and extending north to the Prudhoe Bay 

area. The elevation chart in Figure 31 identifies the average elevation of the roadway (feet above 

sea level) by mile.25 Profile charts were created for each route in the pilot test by combining an 

elevation profile chart for each route with a plot of the total position reports and OOC position 

reports. The position reports and OOC reports were grouped in similar half-mile segments to 

facilitate the graphical depiction and determine possible indicators of the OOC reports (i.e., 

mountainous terrain, terminal facilities, truck stops). 

Figure 31. James Dalton Highway Elevation Profile 

Source: Elevation Data, USGS World Digital Terrain Model (DTM). 

 

25 Throughout this section, all height references in “feet” refer to a measurement of the feet “above sea level,” unless otherwise stated. 

56 
7.1.4 Profile Charts for Alaska Routes 

This section presents the individual profile charts for each of the pilot test routes in Alaska, 

characteristics of each route, and a discussion of the OOC data on each route. 

James Dalton Highway 

The James Dalton Highway—frequently referred to as the “Haul Road”—begins approximately 

30 miles north of Fairbanks and runs north for over 400 miles, ending in the Prudhoe Bay area, 

as shown in Figure 32. The highway traverses some of the most rugged terrain in the United 

States, as shown in Figure 33, which provides a satellite image of the James Dalton Highway 

from mileposts 192 to 206 near Wiseman. 

Figure 32. Map of James Dalton Highway26

Source: Data: Microsoft MapPoint North America, 2004. 

 26 The numbered boxes at the beginning an osoft MapPoint to highlight the routes. They 

have no significance for the data collected for this analysis. 

d end of highlighted routes were required within Micr

57 
Figure 33. Satellite Image of James Dalton Highway Near Wiseman 

Source: Google Maps, 2006. 

The James Dalton Highway passes by the Kanuti National Wildlife Refuge, through parts of the 

eastern section of the Gates of the Arctic National Park and Preserve, and crosses the mountain 

range at the Atigun Pass before heading into the northern tundra area surrounding Prudhoe Bay. 

At Prudhoe Bay, the route turns west for approximately 80 miles27 along the Beaufort Sea. 

Figure 34 provides the profile charts for the James Dalton Highway. 

Position Location Reports for James Dalton Highway 

Overall, 61,945 position reports were sent by the ESCT systems on the James Dalton Highway. 

The second chart in Figure 34 shows a plot of the total number of position reports from the 

ESCT systems recorded (per half-mile segment) over the route. The spikes in the number of data 

points along the route correspond to the locations where drivers will typically stop for rest 

breaks, equipment checks, or food. The four primary spikes in these data correspond to the 

Bakers Knob Truck pull-out (mile post 100), the Cold Foot Midway Point (milepost 184), the top 

of the Atigun Pass (milepost 258), and the Prudhoe Bay terminal (milepost 360). Drivers will 

often stop at Atigun Pass, before beginning the steep descent down either side of the mountain, 

to confirm that their loads are secure and to check their brakes. 

 

27 Distances cited in the textual descriptions of the routes are approximately straight-line distances. Actual road-miles for each route were 

identified in Section 8.1. 

58 
59 

N

Direction of Travel 

S

~ 30 mi N of 

Fairbanks 

Prudhoe Bay 

Terminal 

Atigun 

Pass

Cold 

Foot

Baker’s 

Knob 

Figure 34. James Dalton Highway Profile Charts 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 
Out-o overage Reports for James Dalton f-C Highway 

tal of 

m the ESCT 

system were recorded on the James Dalton Highway. Based on discussions with carrier dispatch 

l and a comparison of the terrain in the areas where OOC reports were 

generated, OOC reports may have occurred for the following reasons: 

he 

is entire route is very mountainous; therefore, the 

terrain could block the line of sight from the ESCT’s antenna to the satellite. 

Table 34 presents the summary of the position reports and OOC reports for each 10-mile 

segment of the James Dalton Highway. Figure 35 provides a histogram of OOC reports shown as 

a percentage of the total number of position reports throughout the route. 

Table 34. Position and OOC Reports by 10-Mile Road Segment on James Dalton Highway 

The third chart in Figure 34 is a plot of the total number of OOC reports over the route. A to

15,000 OOC reports (over 24 percent of total position reports for this route) fro

and management personne

• Many trips involve the transport of oversized loads to the Prudhoe Bay area from the 

south to north. Oversized loads could block the ESCT’s antenna from a clear view to t

satellite. 

• As seen from the elevation chart, th

Total Total OOC 

Milepost 

Range 

Position 

Reports 

OOC 

Reports 

Percentage Possible Indicators 

of Total of OOC Reports 

0-10 1,456 214 15% B, M, O 

10-20 1,130 164 15% B, M, O 

20-30 1,249 123 10% B, M, O 

30-40 1,149 300 26% B, M, O 

40-50 1,649 216 13% B, M, O 

50-60 1,112 140 13% B, M, O 

60-70 1,264 132 10% B, M, O 

70-80 890 161 18% B, M, O 

80-90 1,424 150 11% B, M, O 

90-100 2,851 254 9% B, M, O 

100-110 1,380 129 9% B, M, O 

110-120 1,051 107 10% B, M, O 

120-130 1,384 137 10% B, M, O 

130-140 1,523 159 10% B, M, O 

140-150 1,909 223 12% B, M, O 

150-160 1,136 158 14% B, M, O 

160-170 1,208 450 37% B, M, O 

170-180 1,264 368 29% B, M, O 

60 
Total Total OOC 

Milepost 

Range 

Position 

Reports 

OOC 

Reports 

Percentage Possible Indicators 

of Total of OOC Reports 

180-190 6,678 792 12% B, M, O 

190-200 732 599 82% C, M, O 

200-210 900 265 29% C, M, O 

210-220 1,211 413 34% C, M, O 

220-230 1,460 267 18% C, M, O 

230-240 988 590 60% A, M, O 

240-250 2,448 1,293 53% A, M, O 

250-260 2,583 2,454 95% A, M, O 

260-270 1,117 882 79% A, M, O 

270-280 1,366 233 17% M, O 

280-290 1,478 274 19% M, O 

290-300 1,286 206 16% M, O 

300-310 634 168 26% M, O 

310-320 964 230 24% D, P, O 

320-330 1,417 317 22% D, P, O 

330-340 1,256 277 22% D, P, O 

340-350 1,708 362 21% D, P, O 

350-360 1,090 263 24% D, P, O 

360-370 3,043 402 13% D, P, O 

370-380 1,698 366 22% D, P, O 

380-390 1,031 255 25% D, P, O 

390-400 834 219 26% D, P, O 

400-410 743 229 31% D, P, O 

410-420 251 59 24% D, P, O 

Key to Indicators of OOC Reports: 

A Atigun Pass 

B Bakers Knob 

C Cold Foot Turn-Out Area (Buildings and Large Number of Trucks in Area) 

D Continual Downslope from South to North 

M Mountainous Terrain 

O Oversized Loads 

P Prudhoe Bay Area Terminals (Buildings and Overhead Load/Unload Facilities) 

61 
James Dalton Highway

0%

20%

40%

60%

80%

100%

0-1030-4060-7090-100120-130150-160180-190210-220240-250270-280300-310330-340360-370390-400

10-Mile Segments

OOC as % of Total 

Position Reports

Figure 35. OOC Reports as a Percentage of Total Position Reports for 

James Dalton Highway 

Several areas along the James Dalton Highway experienced large numbers of OOC reports. Each 

of these locations experienced spikes in the number of OOC reports, from several hundred to 

over 2,400 just north of the Atigun Pass. OOC reports ranging from 9 percent to 95 percent of 

the total position reports occurred at 10-mile intervals along this route. 

• Prudhoe Bay Area. In the north, the Prudhoe Bay area (mileposts 318–406) had OOC 

reports throughout an 80-mile stretch. Drivers and carrier management indicated that 

there are many buildings and overhead facilities at the various loading and unloading 

facilities in the area. 

• Atigun Pass Area. In the Atigun Pass region, over 70 percent of the messages were OOC 

reports from milepost 230 to milepost 270. Over a span of 30 to 35 miles, the route 

approaching this mountainous pass (going from south to north) changes elevation from 

4,500 feet near milepost 240 to more than 6,000 feet at milepost 260, with drops to 3,000 

feet within a distance of 20 miles between mileposts 270 and 280. Vehicles travel in and 

out of many valleys along this mountain range. 

• Cold Foot Midw ing place to and 

from Prudh where drivers can 

stop for food and other services. While stopped at this facility, drivers frequently left their 

vehicles idling to stay warm; therefore, the ESCT system remained “on” and continued 

reporting positions. As shown on the elevation chart in Figure 33, the surrounding terrain 

is also mountainous. From mileposts 190 to 200, some 82 percent of the messages were 

OOC reports, which could have resulted from the terrain blocking the line of sight from 

the ESCT’s antenna to the satellite. 

• Bakers Knob. Baker’s Knob is a truck pull-out where drivers often stop for brief rests. 

As with Cold Foot, the surrounding terrain is mountainous, and there are frequently many 

ay Point. Cold Foot Midway Point is a common stopp

oe Bay, since it is the only facility along the 420-mile route 

62 
trucks parked at this facility. OOC reports ranged from 9 to 37 percent of the total 

messages for each of the 10-mile intervals in this area from milepost 0 to milepost 190. 

State Route 1 (Glenn Highway) 

As shown in Figure 36 State Route (SR) 1 was the longest route in the pilot test, covering more 

than 530 miles. 

36. Ma R 1 from Homer to Tok, Alaska 

SR 1 starts outh a er and runs north along the eastern coast of the Cook Inlet for 

approxima iles to Soldotna. At Soldotna, SR 1 turns east (approximately 60 miles) 

crossing the Kenai Natio ildlife Ref it m the 

intersection with SR 9, SR 1 turns back north (approximately s), skirting around the 

eastern tip of the Turnagain Arm of Cook Inlet, and continue

Anchorage, SR 1 heads east (approxi y 180 m ntil s the southern intersection 

with SR 4 (Richardson Highway) near Glennallen. At this point, SR 1 breaks and picks up again 

approxima iles n SR 4 r Gulkan m the northern intersection with SR 4, 

SR 1 heads northeast (approximately 115 miles), s the edge of the Wrangell-St. 

Elias National Park and Preserve until it ends where SR 1 me (Alaska Highway) in Tok. 

Figure 37 presents the profile charts for SR 1. 

Figure 

Source: Data: Microsoft MapPoin

p of S

t North America, 2004. 

 in the s t Hom

tely 80 m

nal W uge until eets SR 9 (Seward Highway). From

 80 mile

s north to Anchorage. From

matel iles) u it reache

tely 20 m north o nea a. Fro

kirting northern

ets SR 2

63 
Homer Soldotna SR 9 Anchorage Gap w/SR 4 Tok /SR 2 

S N W E S N W E SW NE

Figure 37. SR 1 Profile Charts 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

64 
Position Location Reports for State Route 1 

The second chart in Figure 37 shows the number of position reports recorded on SR 1 during the 

pilot test. A total of 26,808 position reports from the ESCT systems were recorded along SR 1. 

Overall, 1,466 OOC reports, or approximately 5 percent of the total of 26,808 position reports 

were recorded on SR 1. However, the majority of these position reports and OOC reports were 

recorded in the Anchorage vicinity and along the route between Anchorage and Soldotna. The 

spikes in the numbers of both position reports and OOC reports around milepost 210 are in the 

same areas as the terminal facilities for Weaver Brothers, Carlile Transportation, and Lynden. 

The terminal facilities of all three of these are within a mile of each other and less than 1 mile off 

SR 1, as shown in Figure 38. In order to provide better visibility of the data, the Y-axis scale on 

the position reports and OOC reports presented in Figure 36 was set to a maximum of 250 

reports. However, in the segment of SR 1 between mileposts 210 and 212 (Anchorage area), the 

number of position reports at this location exceeded 3,600. 

Figure 38. Location of Anchorage Carriers’ Terminal Facilities 

Source: Data: Microsoft MapPoint North America, 2004 

r spikes in position location data occurred in the south near the Cohoe and Kasilof areas 

milepost 65) and north near Chistochina, about 85 miles southwest of Tok, where drivers

tly stop. 

Smalle

(about 

frequen

65 
Out-o

Table 35 presents a summary of the position reports and OOC reports for each 10-mile segment 

gram of OOC reports shown as a percentage of the total 

number of position reports throughout the route. OOC reports ranging from 0 percent to 39 

Table 35. Position and OOC Reports by 10-Mile Road Segment on SR 1 

f-Coverage Reports for State Route 1 

of SR 1. Figure 39 provides a histo

percent of the total number of messages occurred at 10-mile intervals along this route. 

Milepost Total Total OOC Possible Indicators of 

Range Position 

Reports 

OOC 

Reports 

Percentage OOC Reports 

of Total 

0-10 82 0 0% 

10-20 26 5 19% 

20-30 54 4 7% 

30-40 30 0 0% 

40-50 76 2 3% 

50-60 42 4 10% 

60-70 581 25 4% 

70-80 311 17 5% 

80-90 194 12 6% 

90-100 172 3 2% 

100-110 260 16 6% • Mountainous Terrain 

110-120 216 62 29% • Mountainous Terrain 

120-130 310 63 20% • Mountainous Terrain 

130-140 336 15 4% • Mountainous Terrain 

140-150 292 14 5% • Mountainous Terrain 

150-160 264 31 12% • Mountainous Terrain 

160-170 430 13 3% • Mountainous Terrain 

170-180 257 4 2% 

180-190 257 4 2% 

190-200 248 1 0% 

200-210 2,445 116 5% 

• Anchorage Terminals with Overhead 

Load or Unload Facilities and Indoor 

Maintenance Facilities 

• Carlile and Weaver Brothers Termina

Located in Small Valley 

ls 

210-220 14,598 584 4% 

• Anchorage Terminals with Overhead 

Load or Unload Facilities and Indoor 

Maintenance Facilities 

• Carlile and Weaver Brothers Terminals 

Located in Small Valley 

220-230 1,500 106 7% • Mountainous Terrain 

• Oversized Loads 

230-240 945 202 21% • Mountainous Terrain 

• Oversized Loads 

240-250 1,029 63 6% 

66 
Milepost Total Total OOC Possible Indicators of 

Range Position 

Reports 

OOC 

Reports 

Percentage OOC Reports 

of Total 

250-260 130 8 6% 

260-270 96 8 8% 

270-280 49 19 39% • Mountainous Terrain 

280-290 92 3 3% 

290-300 111 2 2% 

300-310 117 5 4% 

310-320 86 7 8% 

320-330 106 1 1% 

330-340 229 0 0% 

340-350 63 0 0% 

350-360 65 0 0% 

360-370 70 1 1% 

370-380 88 0 0% 

380-390 40 2 5% 

390-400 55 1 2% 

400-410 86 1 1% 

410-420 – – – No Data. SR 1 Splits at Junction with SR 4. 

420-430 15 0 0% 

430-440 23 6 26% 

440-450 32 4 13% 

450-460 27 2 7% 

460-470 53 2 4% 

470-480 20 1 5% 

480-490 36 2 6% 

490-500 39 0 0% 

500-510 34 6 18% • Mountainous Terrain near Tok and SR 2 

510-520 21 4 19% • Mountainous Terrain near Tok and SR 2 

520-530 28 7 25% • Mountainous Terrain near Tok and SR 2 

530-540 24 6 25% • Mountainous Terrain near Tok and SR 2 

540-550 18 2 11% • Mountainous Terrain near Tok and SR 2 

67 
State Route 1

0%

10%

20%

30%

40%

50%

OOC as % of Total 

0-1040-5080-90120-130160-170200-210240-250280-290320-360-400-440-490-530-

Position Reports

330370410450500540

10-Mile Segments

Figure 39. OOC Reports as a Percentage of Total Position Reports for SR 1 

As shown in Table 35, the largest number of OOC reports occurred between mileposts 200 and 

220 near the three carriers’ terminal locations, where vehicles are serviced, loaded, unloaded, 

and parked awaiting dispatch. Due to the harsh climate, all of these terminals have in-door 

maintenance garages and wash bays, which blocked the line of sight from the ESCT systems to 

the satellite. Carriers indicated that this blockage at their terminals did not negatively impact 

their operations or the use of the ESCT systems. Although each carrier had OOC reports in this 

area, Weaver Brothers and Carlile had more than Lynden; this could be attributed to Lynden’s 

having 12 vehicles with ESCT systems, while Carlile and Weaver Brothers each had 25. Also, 

the terminals for Carlile and Weaver Brothers are located in a small valley that parallels SR 1, 

where the line of sight from the ESCT systems to the satellite could be blocked. Lynden is 

located on a hill and does not have this immediate obstruction of their units. 

The second largest number of OOC reports occurred immediately east of the Anchorage area 

between mileposts 220 and 240, where elevation changes from 500 feet to over 3,000 feet. 

Several OOC reports also occurred along the 70-mile section of SR 1 (mileposts 100–170) along 

the Kenai National Wildlife Refuge, which turns north toward Anchorage, where the elevation 

ranges from 500 feet to over 3,200 feet. 

State Route 2 (Alaska Highway) 

SR 2 covers over James Dalton 

Highway (about 50 miles d th at the U.S.-Canadian 

SR 2 continues south (approximately 95 miles) to Delta Junction, at the 

intersection with SR 4 (Richardson Highway). From Delta Junction, SR 2 heads southeast 

(approximately 200 miles) through Tok (junction with SR 1), along the northern edge of the 

373 miles, starting in the north at the junction of SR 1 and the 

ue north of Fairbanks) and ending in the sou

border, as shown in Figure 40. From the intersection with the James Dalton Highway, SR 2 goes

south (approximately 60 miles) to Fox, where it intersects SR 6 (Steese Highway). Continuing 

south (approximately 15 miles), SR 2 intersects SR 3 (George Parks Highway) in Fairbanks. 

From Fairbanks, 

68 
T the U.S.-Canadian border. Figure 41 presents the 

profile charts for SR 2. 

etlin National Wildlife Refuge until it ends at

e 40. f SR 2 f James D Highw ian Border 

Source: Data: Microsoft MapPoint N

P ocati eports f tate Rou

Th chart gure 41 shows the 23,337 position reports sent by the ESCT systems along 

SR the p est. This ute has th istinct “sections,” and the number of position 

reports varied considerably between the sections. The t e s 

Dalton Highway and Fairbanks; (2) between Fairbanks an

Delta Junction and the U.S.-Canadian border. The vast ma eports were 

recorded on the 75-mile stretch between Fairbanks and e

Highway in the north. At a truck turn-out at the intersectio s Dalton 

Highway, vehicles would often congregate before head g

Tw in p cation reports occ on SR .

town of Fox, where the presence of a truck weigh statio 

position reports. The second large spike in position location reports occurred between mileposts 

70 and 80 in the Fairbanks area, where the Alaska Wes ted. The Y-axis 

scale was maximized at 500 to provide better visibility ition-report and 

OOC data. Yet, near milepost 75, some 3,7 sition . 

Figur Map o rom alton ay to United States-Canad

orth America, 2004. 

osition L on R or S te 2 

e second in Fi

 2 during ilot t ro ree d

hr e sections are (1) between the Jame

d Delta Junction; and (3) between 

jority of the position r

 th intersection with the James Dalton 

n of SR 2 and the Jame

in north towards Prudhoe Bay. 

o spikes osition lo urred 2 The spike at milepost 60 is near the 

n caused a considerable number of 

t Express terminal is loca

 of the majority of the pos

62 po location reports occurred

69 
The Fairbanks-Delta Junction segment of SR 2 received moderate travel, with a third small spike 

in reports near Tok. 

Figure 41. Profile Charts for SR 2 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

70 
Out-of-Coverage Reports for State Route 2 

Overall, there were 2,604 OOC reports (over 11 percent of 23,337 position reports) sent by the 

ESCT systems along SR 2. Table 36 presents the summary of the position reports and OOC 

reports for each 10-mile segment of SR 2. Figure 42 provides a histogram of OOC reports shown 

as a percentage of the total number of position reports throughout the route. OOC reports ranging 

from 0 percent to 26 percent of the total position reports occurred at 10-mile intervals along this 

route. 

Table 36. Position and OOC Reports by 10-Mile Road Segment on SR 2 

Milepost Total Position Total OOC OOC Percentage 

Range Reports Reports of Total 

0-10 1,325 112 8% 

10-20 1,182 152 13% 

20-30 1,301 337 26% 

30-40 1,731 203 12% 

40-50 1,886 282 15% 

50-60 1,125 138 12% 

60-70 4,951 415 8% 

70-80 6,061 483 8% 

80-90 346 35 10% 

90-100 483 107 22% 

100-110 307 46 15% 

110-120 460 51 11% 

120-130 216 43 20% 

130-140 193 51 26% 

140-150 249 33 13% 

150-160 123 21 17% 

160-170 223 20 9% 

170-180 36 2 6% 

180-190 18 0 0% 

190-200 29 1 3% 

200-210 34 2 6% 

210-220 25 0 0% 

220-230 26 3 12% 

230-240 29 2 7% 

240-250 44 2 5% 

250-260 21 3 14% 

260-270 27 0 0% 

270-280 13 2 15% 

280-290 255 4 2% 

290-300 64 7 11% 

300-310 78 6 8% 

310-320 76 4 5% 

320-330 63 7 11% 

330-340 56 7 13% 

71 
Milepost Total Position Total OOC OOC Percentage 

Range Reports Reports of Total 

340-350 71 3 4% 

350-360 48 4 8% 

360-370 87 6 7% 

370-380 75 10 13% 

State Route 2

0%

5%

10%

15%

20%

25%

30%

0-1030-4060-7090-100120-130150-160180-190210-220240-250270-280300-310330-340360-370

10-Mile Segments

OOC as % of Total 

Position Reports

Figure 42. OOC Reports as a Percentage of Total Position Reports for SR 2 

The largest number of OOC reports occurred on the northern section of SR 2 between the James 

Dalton Highway and Fairbanks. Although not as extreme as some segments on other routes, over 

its 75-mile stretch, this section of SR 2 has significant elevation changes from 500 feet to over 

tion. 

There are two elevation peaks on this section (near mileposts 130 and 140) and the OOC reports 

2,000 feet. The number of OOC reports peaks in areas with deep valleys, such as between 

mileposts 20 and 30. Also, the two spikes in OOC reports mirror the spikes in the position 

location reports at Fox (weigh station with overhead obstructions) and in Fairbanks (terminal 

location for Alaska West Express). 

For the middle segment of SR 2 between Fairbanks and Delta Junction, the elevation chart 

indicates a gradual increase in elevation from north to south, starting with an elevation of 

approximately 500 feet in Fairbanks and rising to approximately 1,200 feet at Delta Junc

show a relative increase in those areas. 

Relatively few OOC reports occurred along the southern segment of SR 2; however, few 

vehicles with the ESCT systems traversed this area, as indicated by the low number of position 

location reports. The data collected on this segment of SR 2 indicated a minimal OOC number of 

reports on this lower 200-mile-plus section of SR 2. 

72 
State Route 3 (George Parks Highway) 

SR 3 covers 323 miles, starting in the north at Fairbanks (junction of SR 2 and SR 3) and ending 

in the south at the junction of SR 3 and SR 1, approximately 30 miles northeast of Anchorage, as 

shown in Figure 43. 

Source: Data: Microsoft MapPoint North America, 2004. 

SR 3 begins in Fairbanks and heads west (approximately 50 miles) to Nenana. SR 3 turns south 

in Nenana and skirts the eastern edge of Denali National Park and Preserve (approximately 90 

miles), where it intersects with SR 8 (Denali Highway). From the intersection with SR 8, SR 3 

continues south along the Denali National Park and Preserve (approximately 170 miles) until it 

ends at the intersection with SR 1 (Glenn Highway), approximately 30 miles northeast of 

Anchorage. Figure 44 presents the profile charts for SR 3. 

Position Location Reports for State Route 3 

Overall, there were 22,005 position reports sent by the ESCT systems along SR 3. A large spike 

of position location reports occurred at the beginning of SR 3, which corresponds to reports in 

and around the Fairbanks terminal location of Alaska West Express. The Y-axis scale of the 

second and third charts in Figure 44 was maximized at 500 to provide better visibility of the 

majority of the position reports and OOC data. The actual numbers near milepost 0 in the 

Fairbanks area were 3,987 position location reports and 652 OOC reports. Other spikes in the 

number of reports occurred near Trapper Creek at milepost 260 and near the intersection of SR 3 

with SR 1 at milepost 315. At m lar truck stop resulted in a 

Figure 43. Map of SR 3 

ilepost 260, the presence of a popu

73 
spike in position reports at this location. Around milepost 315, several of the drivers reside in the 

area and frequently park their trucks at home between trips. 

Figure 44. Profile Charts for SR 3 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

74 
Out-of-Coverage Reports for State Route 3 

Overall, 2,733 OOC reports (12 percent of the 22,005 position reports) were sent by the ESCT 

systems along SR 3. Table 37 presents the summary of the position reports and OOC reports for 

each 10-mile segment of SR 3. Figure 45 provides a histogram of OOC reports expressed as a 

percentage of the total number of position reports throughout the route. 

As with the position report data, three spikes in the OOC data occurred along the route. The first 

and largest spike was near the Alaska West Terminal in the Fairbanks area, where maintenance, 

loading, unloading, and other operations take place. Alaska West Express indicated that this did 

not have a negative impact on their operations or on their use of the ESCT systems. The second 

spike in the OOC data occurred in the Trapper Creek area at milepost 260 near the truck stop, 

where relatively large numbers of vehicles are often parked close together. The last spike in 

OOC data on SR 3 occurred before the junction with SR 1 at milepost 315, where several drivers 

park their trucks at their residences. 

State Route 4 (Richardson Highway) 

SR 4 covers 268 miles, starting in the south in Valdez and ending in the north at Delta Junction 

at the junction of SR 4 and SR 2, as shown in Figure 46. SR 4 begins in Valdez and extends east 

(approximately 50 miles) before turning north near Mt. Bill Mitchell. Then SR 4 runs 

(approximately 85 miles) along the western edge of the Wrangell-St. Elias National Park to the 

junction with SR 1. From the northern junction with SR 1, SR 4 extends north (approximately 

135 miles) and ends in Delta Junction at the intersection with SR 2. Figure 47 provides the 

profile charts for SR 4. 

Position Location Reports on State Route 4 

During the pilot test, SR 4 was not a heavily traveled road, but 2,255 position location reports 

were sent by the ESCT systems along this 268-mile stretch of road during the test. Position 

reports were recorded throughout the route with three spikes of data. 

The first spike in the number of position location reports occurred at the beginning of the route in 

and around the city of Valdez, as well as at the loading and unloading facilities in the area. The 

second spike occurred around Gulkana at milepost 130 near a gold barge and mining facility 

where periodic pick-up and drop-off activity occurred. The final spike in position location 

reporting occurred at the end of this route in Delta Junction, which has a military base pick-up 

and drop-off point. 

Table 37. Position and OOC Reports by 10-Mile Road Segment on SR 3 

Milepost Total Total OOC Possible Indicators of OOC Reports 

Range Position 

Reports 

OOC Percentage of 

Reports Total 

0-10 6,806 868 13% Alaska West Express Fairbanks Terminal 

10-20 285 54 19% Mountainous Terrain 

20-30 245 36 15% Mountainous Terrain 

30-40 188 40 21% Mountainous Terrain 

75 
Milepost 

Range 

Total 

Position 

Reports 

Total 

OOC 

Reports 

OOC 

Percentage of 

Total 

Possible Indicators of OOC Reports 

40-50 235 38 16% Mountainous Terrain 

50-60 185 109 59% Mountainous Terrain 

60-70 483 119 25% Mountainous Terrain 

70-80 312 34 11% Mountainous Terrain with Rising Elevation 

from North to South 

80-90 273 36 13% Mountainous Terrain with Rising Elevation 

from North to South 

90-100 282 58 21% Mountainous Terrain with Rising Elevation 

from North to South 

100-110 293 30 10% Mountainous Terrain with Rising Elevation 

from North to South 

110-120 415 35 8% 

120-130 616 41 7% Intersection with SR 8 

130-140 311 27 9% Mountainous Terrain with Significant 

Elevation Changes 

140-150 337 71 21% Mountainous Terrain with Significant 

Elevation Changes 

150-160 532 25 5% Mountainous Terrain with Significant 

Elevation Changes 

160-170 317 8 3% Mountainous Terrain with Significant 

Elevation Changes 

170-180 836 17 2% Mountainous Terrain with Significant 

Elevation Changes 

180-190 419 80 19% Mountainous Terrain with Significant 

Elevation Changes 

190-200 614 30 5% Mountainous Terrain with Significant 

Elevation Changes 

200-210 328 69 21% Mountainous Terrain with Significant 

Elevation Changes 

210-220 330 44 13% Mountainous Terrain with Significant 

Elevation Changes 

220-230 535 116 22% Mountainous Terrain with Significant 

Elevation Changes 

230-240 667 67 10% Mountainous Terrain with Significant 

Elevation Changes 

240-250 523 72 14% Mountainous Terrain with Significant 

Elevation Changes 

250-260 438 57 13% Trapper Creek Truck Stop 

260-270 1,345 148 11% 

270-280 525 83 16% 

280-290 529 87 16% 

290-300 415 33 8% 

300-310 771 39 5% 

310-320 1,396 139 10% Drivers Parking Trucks at Home Near

Intersection with SR 1 

320-330 219 23 11% 

76 
State Route 3

0%

10%

20%

30%

40%

50%

60%

70%

tal 

rts

0-1020-3040-5060-7080-90100-110120-130140-150160-170180-190200-210220-230240-250260-270280-290300-310320-330

10-Mile Segments

OOC as % of To

Position Repo

Figure 45. OOC Reports as a Percentage of Total Position Reports for SR 3 

Figure 46. Map of SR 4 

Source: Data: Microsoft MapPoint North America, 2004. 

77 
Figure 47. SR 4 Profile Charts 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

78 
Out-of-Coverage Reports on State Route 4 

A total of 128 OOC reports (over 5 percent of the 2,255 position reports) were sent by the ESCT 

systems along SR 4 during the pilot test. Table 38 presents the summary of the position reports 

and OOC reports for each 10-mile segment of SR 4. Figure 48 provides a histogram of OOC 

reports expressed as a percentage of the total number of position reports throughout the route. 

The largest spike of OOC reports on SR 4 occurred near Delta Junction, a pick-up and drop-off 

point for many military loads, with loading and unloading facilities and a downhill slope from 

south to north. 

Table 38. Position and OOC Reports by 10-Mile Road Segment on SR 4 

Milepost 

Range 

Total 

Position 

Reports 

Total 

OOC 

Reports 

OOC 

Percentage 

of Total 

Possible Indicators of OOC Reports 

0-10 423 10 2% •

•

Valdez Terminal (Load and Unload Facilities) 

City of Valdez 

10-20 28 5 18% •

•

 Mountainous Terrain 

Mt. Bill Mitchell 

20-30 42 8 19% • Mountainous Terrain 

30-40 77 0 0% • Mt. Bill Mitchell 

40-50 33 11 33% • Mountainous Terrain 

50-60 39 5 13% • Mt. Bill Mitchell 

60-70 54 6 11% • Mountainous Terrain 

70-80 56 1 2% 

80-90 48 0 0% 

90-100 57 4 7% 

100-110 53 2 4% 

110-120 50 2 4% 

120-130 285 5 2% • Gulkana Gold Barge and Mining Facility 

130-140 46 1 2% 

140-150 34 1 3% 

150-160 17 0 0% 

160-170 21 0 0% 

170-180 24 0 0% 

180-190 34 2 6% 

190-200 69 1 1% 

200-210 52 0 0% 

210-220 21 0 0% 

220-230 38 1 3% 

230-240 26 2 8% 

240-250 27 0 0% 

250-260 21 0 0% 

260-270 580 61 11% 

•

•

Long, Downhill Slope from South to North 

Pick-Up and Drop-Off Point for Military Loads (Load 

and Unload Facilities) 

79 
State Route 4

0%

5%

10%

15%

20%

0-1020-3040-5060-7080-90100-110120-130140-150160-170180-190200-210220-230240-250260-270

OOC as %

Position R

25%

30%

35%

 Total 

eports

10-Mile Segments

 of

Figure 48. OOC Reports as a Percentage of Total Position Reports for SR 4 

State Route 6 (Steese Highway) 

SR 6 is 142 miles long, starting at Fox, just north of Fairbanks, at the junction with SR 2 and 

extends northeast to Circle, as shown in Figure 49. 

rce: Data: M MapPo

Figure 49. Map of SR 6 

Sou icrosoft int North America, 2004. 

80 
81 

During the pilot test, vehicles with the ESCT system traversed only the first 29 miles of the route 

from Fox to Long Creek Road. The profile charts for SR 6 are shown in Figure 50. 

Figure 50. Profile Charts for SR 6 

Source: Data: USGS World DTM; Roadway Data: ESRI Street Map. 
Position Location Reports and Out-of-Coverage Reports on State Route 6 

During the pilot test, 295 position reports were sent by the ESCT systems along the first 20 miles 

of SR 6. As shown in Table 39, 16 OOC reports (over 5 percent of the 295 position reports) were 

recorded within the first 10-mile segment, near the junction with SR 2 in Fox. Figure 51 provides 

a histogram of OOC reports shown as a percentage of the total number of position reports 

throughout the route. These OOC position reports were recorded in the vicinity of the truck 

weigh station in Fox with many vehicles stopping in close proximity. 

Table 39. Position and OOC Reports on SR 6 

Milepost 

Range 

Total 

Position 

Reports 

Total 

OOC 

Reports

OOC 

Percentage 

of Total 

0-10 291 16 5% 

10-20 4 0 0% 

20-150 0 0 N/A 

State Route 6

0%

1%

2%

3%

4%

5%

6%

0-1010-2020-3030-4040-5050-6060-7070-8080-9090-100100-110110-120120-130130-140140-150

10-Mile Segments

OOC as % of Total 

Position Reports

Figure 51. OOC Reports as a Percentage of Total Position Reports for SR 6 

82 
State Route 8 (Denali Highway) 

As shown in Figure 52, SR 8 extends east-west between SR 3 and SR 4. Starting at Cantwell in 

the southeast corner of the Denali National Park and Preserve, SR 8 runs east 133 miles to the 

intersection with SR 4 near Paxson Lake. The profile charts for SR 8 are presented in Figure 53. 

Source: Data: Microsoft MapPoint North America, 2004. 

Figure 52. Map of SR 8 

83 
Figure 53. Profile Charts for SR 8 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

Position Location and Out-of-Coverage Reports on State Route 8 

Only eight position location reports were sent by the ESCT systems along SR 8 near the 

intersection with SR 3 in the west. As shown in Table 40, there were no OOC reports for SR 8. 

84 
Table 40. Position and OOC Reports on SR 8 

Milepost 

Range 

Total 

Position 

Reports 

Total 

OOC 

Reports

OOC 

Percentage 

of Total 

0-10 8 0 0 

10-140 0 0 N/A 

State Route 9 (Seward Highway) 

SR 9 runs south-north for 37 miles from Seward to the intersection of SR 1 in the Kenai 

Peninsula, as shown in Figure 54. Starting at the Seward Port, SR 9 extends north, crosses a large 

mountain (elevation approximately 4,000 feet) at the southern tip of Kenai Lake, then drops back 

down into a valley (elevation approximately 600 feet) as it continues to the eastern edge of the 

lake, until it reaches Moose Pass (elevation approximately 4,000 feet). From Moose Pass, SR 9 

turns west to SR 1 in the Kenai Peninsula. The profile charts for SR 9 are shown in Figure 55. 

Source: Data: Microsoft MapPoint North America, 2004. 

Figure 54. Map of SR 9 

85 
Position Location Reports on State Route 9 

For the pilot test, the ESCT systems recorded 124 position location reports on SR 9. The largest 

spike in the data occurred at the Seward terminal area, where vehicles waited to be loaded and 

unloaded. A second smaller spike occurred at the end of the route where it meets SR 1. In Figure 

55, the Y-axis scale was adjusted to 20 to provide better visibility of the majority of the position 

report and OOC data. There were 48 position location reports near mileposts 1 (Seward Port 

area) and 37 (SR 1 intersection). 

Figure 55. Profile Charts for SR 9 

Source: Elevation Data: USGS World DTM; Roadway Data: ESRI Street Map. 

86 
Out-of-Coverage Reports on State Route 9 

Table 41 presents the summary of the position reports and OOC reports for each 10-mile 

segment of SR 9. Figure 56 provides a histogram of OOC reports expressed as a percentage of 

the total number of position reports throughout the route. Three OOC reports were sent by the 

ESCT systems along this route. One occurred at each of the two spikes in terrain (Moose Pass 

and near the southern tip of Kenai Lake), and the third occurred at the intersection with SR 1. 

This route runs along the southern edge of the state with a relatively low terrain profile. 

Table 41. Position and OOC Reports by 

10-Mile Road Seg n SR ment o 9 

Milepost Total Total OOC 

Range Position 

Reports

OOC Percentage

Reports of Total 

0-10 67 0 0% 

10-20 5 1 20% 

20-30 17 1 6% 

30-40 35 1 3% 

State Route 9

0%

5%

10%

15%

20%

25%

0-102030

10

-20-30-40

10-Mile Segments

OOC as % of Total Position

Reports

Figure 56. OOC Reports as a Percentage of Total Position Reports for SR 9 

87 
7.1.5 Profile Charts for Hawaii Routes 

Over 4,000 position location reports were recorded on the three Hawaiian islands during the pilot 

test, but only 24 (less than 1 percent) OOC reports were recorded. All 24 of the OOC reports 

recorded for the test occurred on Kauai. On all of the routes traversed, the participating carrier, 

Shell Motiva, delivered fuel from its terminal locations on the islands to various fueling stations. 

Due to the small number of trucks with ESCT systems (one on Kauai, two on Maui, and one on 

Hawaii), the quantity of data collected throughout Hawaii, Maui, and Kauai was significantly 

less than the amount of data collected in Alaska. 

Routes on the Island of Hawaii 

Figure 57 shows the routes for the pilot test on the Island of Hawaii—Routes 11, 19, and 190. 

Figure 57. Map of Routes on the Island of Hawaii 

Source: Data: Microsoft MapPoint North America, 2004. 

SR 11 is 155 miles long. It starts on the northwestern side of the island near Puako. It goes 

through Kailua-Kona and then around the southern tip of the island, ending on the eastern side at 

Hilo, where it intersects with SR 19. SR 19 is 56 miles long; it originates at the junction with SR 

11 on the eastern edge of the island in Hilo and extends north through Paauilo and ends in 

Waimea at the junction with SR 190. SR 190, which is 39 miles long, starts in Waimea at the 

junction with SR 19 and continues southwest to Kailua-Kona, where it ends at the junction with 

SR 11.

88 
Position Location Reports on the Island of Hawaii 

Two vehicles with the ESCT system traversed the routes on the Island of Hawaii and generated 

2,215 position location reports during the pilot test. Over 56 percent of the data was collected on 

SR 11. Table 42 presents the summary of the position reports and OOC reports for each 10-mile 

segment on the Island of Hawaii. 

Table 42. Position and OOC Reports by 

10-Mile Road Segment on the Island of Hawaii 

State 

Route 

Milepost 

Range 

Total 

Position 

Reports 

Total 

OOC 

Reports

OOC 

Percentage 

of Total 

11 0-10 138 0 0% 

11 10-20 67 0 0% 

11 20-30 76 0 0% 

11 30-40 84 0 0% 

11 40-50 14 0 0% 

11 50-60 0 0 N/A 

11 60-70 0 0 N/A 

11 70-80 0 0 N/A 

11 80-90 0 0 N/A 

11 90-100 0 0 N/A 

11 100-110 0 0 N/A 

11 110-120 0 0 N/A 

11 120-130 0 0 N/A 

11 130-140 0 0 N/A 

11 140-150 32 0 0% 

11 150-160 509 0 0% 

19 0-10 272 0 0% 

19 10-20 176 0 0% 

19 20-30 222 0 0% 

19 30-40 180 0 0% 

19 40-50 236 0 0% 

19 50-60 161 0 0% 

190 0-10 10 0 0% 

190 10-20 11 0 0% 

190 20-30 12 0 0% 

190 30-40 15 0 0% 

89 
Figure 58 provides the location of these position reports. As shown in this figure, a significant 

number of road-miles were not traversed by one of the carrier’s vehicles, because the carrier did 

not deliver fuel to the southeastern part of the island. 

Figure 58. Position Location Reports on the Island of Hawaii 

Source: Roadway Data: ESRI Street Map. 

Out-of-Coverage Reports on the Island of Hawaii 

No OOC reports were recorded on the Island of Hawaii during the pilot test.

All Da or Isla of Haw ta f nd aii 

90 
Routes on the Island of Maui 

Figure 59 highlights the state routes on the Island of Maui—Routes 31, 36, 37, 340, 360, and 

380. SR 31 is 53 miles long and begins approximately seven miles south of Kihei. It extends 

south around the edge of the island to the intersection with SR 360 near Hana. SR 36 is 16 miles 

long and begins in Maui and extends east along the northern edge of the island to the junction 

with SR 360. SR 37 is 24 miles long and begins at the junction with SR 31 in the southwest 

corner of the island, extends north to Pukalani, and then west into Maui at the junction with SR 

36. SR 340 is 22 miles long and begins in Maui at the junction with SR 32, extends north around 

the northeastern tip of the island, and ends at the junction with SR 30. SR 360 is 33 miles long 

and begins at the junction with SR 31 in the southeast corner of the island near Hana and extends 

around the northern edge of the island to the junction with SR 36. SR 380 is only 6 miles long; it 

begins in the south-central part of the island at the junction with SR 30 and extends north to 

Maui and the junction with SR 36, ending at the Maui airport. 

Source: Data: Microsoft MapPoint North America, 2004. 

Figure 59. Map of Routes on the Island of Maui 

91 
Position Location Reports on the Island of Maui 

Two vehicles with the ESCT system generated a total of 1,183 position location reports on Maui 

during the pilot test. Figure 60 provides the location of these position reports. The participating 

carrier’s vehicles traveled from their terminal facility near the airport to the fueling stations 

throughout the island; however, they did not travel on all of the road segments. 

Figure 60. Position Location Reports on the Island of Maui 

Source: Roadway Data: ESRI Street Map. 

92 
Out-o overage Reports on the Island of M f-C aui 

No OOC reports were recorded on the Island of Maui during the pilot test. Table 43 presents the 

summary of the position reports and OOC reports for each 10-mile segment on the Island of 

Maui. 

Table 43. Position and OOC Reports by 

10-Mile Road Segment on the Island of Maui 

State 

Route 

Milepost 

Range 

Total 

Position 

Reports 

Total 

OOC 

Reports 

OOC 

Percentage 

of Total 

31 0-10 1 0 0% 

31 10-20 0 0 N/A 

31 20-30 0 0 N/A 

31 30-40 0 0 N/A 

31 40-50 0 0 N/A 

31 50-60 0 0 N/A 

340 0-10 49 0 N/A 

340 10-20 0 0 N/A 

340 20-30 0 0 N/A 

36 0-10 7 0 0% 

36 10-20 666 0 0% 

360 0-10 0 0 N/A 

360 10-20 0 0 N/A 

360 20-30 0 0 N/A 

360 30-40 0 0 N/A 

37 0-10 0 0 N/A 

37 10-20 67 0 0% 

37 20-30 72 0 0% 

380 0-10 321 0 0% 

93 
Routes on the Island of Kauai 

Figure 61 highlights the state routes on the Island of Kauai—Routes 50, 56, and 550. SR 50 is 33

miles long and begins in the town of Lihue at the junction with SR 56. It extends around the 

southwestern part of the island and ends in Kekaha. SR 56 is 38 miles long and begins in the 

town of Lihue at the junction with SR 50. SR 56 extends around the eastern and northern edges 

of Kaui and ends near Princeville on the northern shore of the island. SR 550 is 19 miles long 

and begins at the junction with SR 50 near Waimea. It extends north and ends near Kokee. 

Figure 61. Map of Routes on the Island of Kauai 

Source: Data: Microsoft MapPoint North America, 2004. 

94 
Position Reports on the Island of Kauai 

One vehicle with the ESCT system generated a total of 605 position location reports during the 

pilot test on Kauai. Figure 62 shows the location of these position location reports recorded 

during the test period. 

Figure 62. Position Location Reports on the Island of Kauai 

Source: Roadway Data: ESRI Street Map. 

Out-of-Coverage Reports on the Island of Kauai 

A total of 24 OOC reports (less than 4 percent of total position reports) were sent by the ESCT 

systems in Kauai during the pilot test. Table 44 presents the summary of the position reports and 

OOC reports for each 10-mile segment on the Island of Kauai. 

Figure 63 shows the position of the OOC reports recorded during the test. Because of the small 

number of OOC reports, it was difficult to determine any trend in these data. The participating 

carrier indicated that the small concentration of OOC reports in the Lihue city area was near their 

fuel delivery facility, which has overhead structures in the area. In addition, this area of the city 

is in a small valley. 

95 
Table 44. Position and OOC Reports by 

10-Mile Road Segment on the Island of Kauai 

State 

Route 

Milepost 

Range 

Total 

Position 

Reports 

Total 

OOC 

Reports 

OOC 

Percentage 

of Total 

Route 50 0-10 162 10 6% 

Route 50 10-20 72 3 4% 

Route 50 20-30 0 0 N/A 

Route 50 30-40 0 0 N/A 

Route 550 0-10 0 0 N/A 

Route 550 10-20 0 0 N/A 

Route 56 0-10 0 0 N/A 

Route 56 10-20 32 0 0% 

Route 56 20-30 47 0 0% 

Route 56 30-40 292 11 4% 

Figure 63. OOC Reports on the Island of Kauai 

Source: Roadway Data: ESRI Street Map. 

96 
7.2 PANIC ALERTS AND TETHERED TRAILER TRACKING TESTS 

During the pilot test, drivers could use panic buttons to send high-priority distress and/or panic 

messages, and dispatchers could receive notifications about trailer connections and 

disconnections. Since major security-related incidents did not occur during the pilot test, this 

technology was primarily tested during staged events in Alaska and Hawaii, as described in the 

following sections. 

7.2.1 Panic Button Testing 

Panic buttons in commercial vehicles carrying hazardous materials have the potential to provide 

improved security by enabling a driver to send a panic message in the event of a hijacking or 

other security-related event in which it is critical that the driver immediately contact dispatch or 

emergency response personnel. 

During the pilot test, 51 panic alert messages were generated by carriers in Alaska, and three 

were generated by the carrier in Hawaii. Of the 51 panic messages in Alaska, 21 were part of the 

staged testing and five were conducted as remote technology exercises. The remaining 25 were 

generated as part of the carrier’s daily operations. All three panic alert messages generated by the 

Hawaiian carrier were part of the staged testing in Hawaii. 

Prior to the commencement of the pilot test, each carrier prepared an escalation procedure and 

protocol for using panic buttons. This escalation procedure provided the names and contact 

information for a prioritized list of carrier personnel who would be contacted when a driver 

sends a panic alert message. When a driver pressed a panic button, the ESCT system terminal 

sent a priority alert message over the satellite link to the NMC. When the NMC received a panic 

alert, a text message was generated and forwarded to the identified carrier personnel. Also, the 

NMC personnel called the first person listed on the carrier’s escalation procedure. If that person 

could not be reached, they continued to call listed carrier personnel identified on the escalation 

procedure until they succeeded in making person-to-person contact. 

During each site visit, the functionality of panic buttons was tested. The driver pressed the panic 

button and checks were made to ensure that the carrier received the panic alert message on the 

dispatcher screen, and that the appropriate person was contacted. Figure 64 presents a screen 

capture of one of the panic alert messages received at the dispatcher station as part of these 

staged tests. 

97 
Figure 64. Panic Alert Message Forwarded Immediately to Identified Carrier Personnel 

Source: Data: QUALCOMM QTRACS, 2006. 

During one staged test of the panic alert, the carrier did not receive the follow-up telephone call, 

since the NMC was not provided with notice about the staged testing. Because drivers sometimes 

push the panic button multiple times, the NMC will not place a second call if the panic button is 

pressed a second time from the same vehicle at the same location shortly after the button has 

been pressed the first time. 

Several false positive panic alerts (panic message sent when there was no actual emergency) 

were recorded during the pilot test; however, the dispatchers and carrier management personnel 

did not view the false positive alerts as an issue. Some of the reasons cited by dispatchers for the 

false positive alerts included: 

• Driver Curiosity—Despite initial training, some drivers were curious about what would 

happen if the button were pushed. 

• Accidental Alarms—Dispatchers indicated they received several panic alert messages 

when a driver accidentally pressed the button. 

During the field testing, the panic button alerts were used in actual safety alert situations, such as 

vehicle breakdowns. Figure 65 provides a record of the messaging conversation (formatted for 

presentation but not edited) from a vehicle break-down on the James Dalton Highway. 

98 
Panic Message Between Driver and Dispatcher 

!EMERGENCY...PANIC BUTTON PRESSED 

problems??? 

YES LOST A CYLINDER AT ARCTIC CIRCLE 

DID YOU RECEIVE? 

Should I send Brandon back with step to haul you home, and do some load 

swapping and turn Howard around w/ scotty’s load. Howard @ coldfoot 

TURN HOWARD BOBTAIL HOME 

Trying to reach howard, got to coldfoot @ 5:45 do you have # to coldfoot 

678 3500 

WILL FIND HOWARD AND BOBTAIL HOME 

Scotty take ec6085a, howard take MEG 

OK WILL BOBTAIL HOME 

Figure 65. Example of a Panic Message 

Source: Data: QUALCOMM, 2006. 

In another incident, an Alaska West Express truck had a serious mechanical failure (three “U 

Joints” broke) in the middle of a very mountainous section of the James Dalton Highway while 

hauling a modular container weighing approximately 240,000 pounds. In addition, the Alaska 

West Express dispatcher was contacted regarding the incident. The dispatcher was able to 

communicate (via the two-way text messaging capability of the ESCT system) with the driver to 

determine the extent of the problem, plan a response, and instruct the driver on “next steps.” 

On these two occasions, the dispatchers documented in their manual logs that the drivers used 

the panic alert feature after regular business hours, because they could not reach a dispatcher. 

Both dispatchers noted that the NMC did place the required telephone call to the appropriate 

person identified in the escalation procedure. 

7.2.2 Tethered Trailer Tracking Technology Testing 

For the pilot test, 20 tethered trailer tracking units were installed on Carlile Transportation 

Systems trailers operating out of their Anchorage, Alaska terminal. When a trailer was connected 

to a tractor equipped with the ESCT system, the tethered trailer tracking unit received power via 

the tractor’s power supply and reported a unique trailer identification number to the ESCT 

system. The on-board system was configured to receive this trailer identification number which 

triggered a connection event to be sent over the ESCT system. When the trailer and tractor were 

connected, the trailer could be tracked by tracking the location and status of the tractor. When the 

trailer and tractor were disconnected, the trailer tracking unit could no longer send the 

identification number to the on-board system which triggered a disconnect event. 

99 
Due to the terrain, weather, and roadway infrastructure, false reports from the tether trailer 

tracking technology of either connections or disconnections between the tractor and trailer may 

result from a loose connection on the seven-way connector. As a result, a 60-second delay was 

designed into the on-board ESCT system before an event was generated. After this delay time 

was exceeded and the signal status did not change, a connection or disconnection alert was 

generated and forwarded through the ESCT system to the dispatcher. 

The tether trailer tracking technology was tested seven times during staged-event testing at 

Carlile. The driver connected and disconnected the tractor and trailer and checks were made to 

ensure that Carlile’s dispatcher received the appropriate alert. Figure 66 presents a screen capture 

of one of the disconnection messages showing the tractor and trailer identification numbers, date 

and time stamp, event description (D indicates disconnect), and a relative location to the nearest 

landmark. The host software, TrailerTracs, provided a view of this information on a map as well 

as the table form. 

Figure 66. TrailerTracs Screen Capture Indicating Trailer Disconnect 

Source: Data: QUALCOMM, TrailerTracs, 2006 

During the first site visit to Carlile, the planned staged testing could not be accomplished due to a 

software problem with the host TrailerTracs application. This problem was corrected during the 

second site visit. During the pilot test, Carlile dispatch and management personnel used the 

trailer tracking technology to track the location and status of their trailers. Since only 20 trailers 

were equipped with the technology, and tracking those trailers was possible only if they were 

100 
connected to one of the 25 Carlile tractors equipped with the ESCT system, their operational 

impact during the pilot test was very limited. 

7.3 SYSTEM LATENCY 

System latency for this test was defined as the time elapsed between the time that the message 

was sent by the satellite-based mobile communications terminal (SMCT) and the time that it was 

received by the dispatcher’s host system (or from the host system to the SMCT). Latency was 

tested only during the staged tests in which the send-and-receive times were manually recorded 

in order to calculate the system latency for each message type; therefore, limited data were 

available about system latency. Table 45 presents the latency times calculated during each site 

visit in Alaska and Hawaii. For send and receive messages, latency times ranged from 21 to 109 

seconds in Alaska and 22 to 634 seconds in Hawaii. Appendix F contains a summary of all the 

individual data collected at each site visit. 

To be effective, the panic buttons were dependent on the availability of the satellite-based, twoway communication between the vehicle and the dispatcher/emergency response personnel. If 

the ESCT terminal could not establish communications with the satellite, an immediate alert 

from the panic buttons would not occur. Instead, the panic message would be stored locally and 

not sent until the vehicle re-established satellite communication coverage. For panic alerts, 

latency times ranged from 30 to 109 seconds in Alaska and 125 to 145 seconds in Hawaii. 

Acceptability of these latency times is dependent upon carrier expectations. According to the 

carriers in Alaska, use of the panic buttons could reduce the notification time for emergencies. 

When breakdowns occurred prior to this pilot test, they would rely on driver-to-driver relays of 

information until someone reached an area where either a cell phone or a RF radio system would 

work, and from which the message could be forwarded to the appropriate dispatchers. Carriers 

indicated that this process could often take hours. With the harsh weather conditions in Alaska, 

drivers could experience significant risks due to the delay in emergency assistance. With one 

exception, all panic alerts were generated and forwarded to the dispatcher station, and the 

appropriate carrier personnel received a call notifying them of the alert. 

101 
Table 45. Latency Measurements (in seconds) for Alaska and Hawaii 

Function 

Alaska 

Total 

(seconds) 

AWE 

Alaska 

Total 

(seconds) 

WB 

Alaska 

Total 

(seconds) 

LYN 

Alaska 

Total 

(seconds) 

CRL Range AVG 

Hawaii 

Total 

(seconds) 

SM 

Send and Receive Messages 39 

31 66 62 63 78 43 

34 70 

106 

40 24 21 41 

77 31 63 

109 

30 51 

21

134 106 

7

7

5

5

5

9

21-109 

58.9 634 

308 108 189 

22 

Send and Receive Macros 65 

46 86 

50 89 67 29 

64 21 31 67 54 79 

14

2

65 

154 

7

0

4

3

29-265 

71.9 30 

34 

In-Cab Panic Button 52 

43 

48 35 

57 33 

109 

5

5

5

8

3

0

30-109 52 145 

25 

Wireless Panic Button 58 

52 56 

66 51 

47 4 6

5 7

51-57 54.1 37 

Tethered Tracking Connect (Trailer to Mobile Unit) 

70 15 

15-70 42.5 

Tethered Tracking Connect (Mobile Unit to Host) 

267 267 267 

Tethered Tracking Disconnect (Trailer to Mobile Unit) 

137 

31 1

131-

137 

134 

Tethered Tracking Disconnect (Mobile Unit to Host) 

126 

91 3

126-

391 

258.5

Carriers: AWE = Alaska West Express, WB = Weaver Brothers, LYN = Lynden Transport, CRL = Carlile Transportation, SM 

102 
7.4 EXPANDED SATELLITE-BASED MOBILE COMMUNICATIONS TRACKING 

SYSTEMS MAINTENANCE AND OPERATIONS 

The ESCT systems used in the pilot test were all new units. Because of this, and because of the 

relatively short (3-month) duration of the pilot test, hardware issues were minimal. 

QUALCOMM tracks hardware problems through its Return Material Authorization (RMA) 

requests. Figure 67 is a screen capture showing an example of one of the three RMAs for the 

pilot test systems. This RMA was for a “customer-damaged enhanced display unit.” Two other 

display units were damaged during the pilot test. The only other equipment-related issue 

recorded during the pilot test was a panic button malfunction in which the unit kept sending the 

panic alert messages after the button was accidentally pressed. A faulty cable had caused the 

panic button to stick and the keyboard “locked up.” 

Figure 67. Sample RMA Received from Carlile for Damaged Display Unit 

103 
7.4.1 Participating Carrier Interviews 

A series of 15 interviews with drivers, dispatchers, and management personnel was conducted to 

gauge the participating carriers’ perceptions of improvements brought about by using the ESCT 

stem. As shown in the interview guide in Appendix D, the drivers, dispatchers, and 

management personnel were asked to rate their perceptions using a 5-point preference scale in 

hich 5 was “agree” and 1 was “disagree.” The interview responses are provided in Table 46

along with summary rem dual opinions was 

provided to m opinions were positive about the use 

and benefits o

Carriers mad he use of the ESCT systems and the 

impact these operational activities. The majority of the carriers indicated 

that they experien onths 

of the pilot te pond more 

quickly to em

One of the m , and in its 

impact on the nees’) satisfaction was that use of the system 

provided better “v In the past (especially on the James Dalton 

Highway), ca e, and relayed messages from one driver 

to another to 

One carrier stated that th know where the vehicle carrying their shipment 

is at all times, and an accurat carrier used the phone to 

track the status of a load. With the E d improved visibility into the 

status of the load and provided customers with limited access to the web-based host system so 

 the 

vehicle arrival times, the drivers could communicate with the dispatchers, who adjusted the load 

CT 

ts. During the field testing, when drivers 

experienced major mechanical breakdowns, the panic buttons were used to inform their 

past, when drivers had such 

problems, they had to wait for another truck to pass them to get help. At that time, the help from 

sy

w

arks attributed to each carrier. A range of indivi

any of the questions; however, most of the 

f the ESCT system. 

e several observations and comments about t

systems had on their 

ced better communication coverage with their vehicles during the three m

st. This improved communication coverage gave them the ability to res

ergency situations and maintenance issues with their vehicles. 

ain benefits the carriers identified from the use of the ESCT systems

ir customers’ (shippers and consig

isibility” into their loads.

rriers had to rely on spotty cellular coverag

discover the status of a shipment. 

eir customers prefer to

e estimated arrival time. In the past, the 

SCT system, the carrier ha

the customers could track a specific load. 

Several carriers indicated that the ESCT systems provided a benefit related to load and crew 

planning. One carrier implemented this process in their Prudhoe Bay area operations. With

system, they knew a truck’s arrival time with greater certainty, making it easier to arrange for 

temporary crew to help with the loading and unloading. If weather problems caused delays in

assignments as needed and informed the customer in advance. 

From the carrier’s perspective, panic buttons and near-real-time communications from the ES

system provided significant operational benefi

dispatchers of the breakdown and to receive assistance. In the

the other truck would be limited to either giving the driver a ride or relaying a message on to 

others until it reached a dispatcher. The driver did not know when dispatch personnel received 

his or her message or when he or she could expect assistance. The panic and two-way 

communication feature of the ESCT systems provided near-real-time notification of incidents 

and hence the ability to analyze the problem remotely, to determine the resources necessary to 

fix the problem, and to communicate and coordinate the response with the carriers. Efficiency of 

104 
105 

operations can be improved through quicker notification and communication to correct the 

problem and continue the shipment process without potentially extensive delays. 

7.5 BENEFITS OF THE EXPANDED SATELLITE-BASED COMMUNICATON 

TRACKING SYSTEM 

The pilot test focused on providing satellite-based, two-way communication throughout the 

states of Alaska and Hawaii. Table 47 provides a mapping of the technologies deployed as part 

of this pilot test of the operational steps in a typical commercial vehicle operation and to the 

anticipated security, efficiency, and system features and benefits. 

Alaska carriers were able to track the progress of their shipments and maintain positive contact 

(hourly and on-demand messaging) with their drivers using the ESCT systems. Although the 

coverage using the ESCT system in Alaska was not 100 percent, the ESCT systems enhanced 

the ability to communicate between drivers and dispatchers, according to the interviewees. Prior 

to the pilot test, drivers and carriers indicated that they did not have communication capabilities 

along considerable portions of the routes. When drivers and dispatchers needed to communicate, 

they relied on relaying messages from one truck to another along the route, a process which 

could result in lengthy delays and unproductive down-time. Due to the size of Alaska, and the 

remoteness of parts of the state, down-time awaiting the arrival on-scene of actual emergency 

assistance could also occur with the use of the ESCT system; however, notification time would 

be improved. 

Prior to installation of the ESCT systems for the pilot test, the Hawaii carrier relied on cell 

phones and email for communicating with their drivers. Use of the ESCT system technologies 

gave the carrier the ability to maintain contact (hourly and on-demand messaging) with their 

drivers. Dispatchers had the ability to view the location history of the vehicle on a map and 

determine the driver’s progress delivering fuel. The drivers could send update messages to 

dispatch if problems occurred along their route, they were delayed, or they needed assistance. 

Before the pilot test, communication was limited to areas in which cell phone coverage was 

adequate. While the metropolitan areas had relatively complete terrestrial communication 

covered, as the drivers traveled between routes, they indicated that they experienced “dead 

spots” where they could not use their cell phones. 

From a security perspective, the panic buttons provided the drivers with the capability to send a 

priority alert to their dispatchers and know (via a return confirmation) that “help was on the 

way,” which was particularly important when mechanical problems occurred late at night or in 

remote locations. While no mechanical and/or personal emergencies were encountered during the 

pilot test by the Hawaii carrier, the drivers understood the benefits of the panic buttons. 
Table 46. Summary of Responses from On-site Interviews 

Questions Alaska 

West 

Express 

(AWE) 

Weaver 

Brothers 

(WB) 

Lynden 

(LYN) 

Carlile 

(CRL) 

Shell 

Motiva 

(SM) 

Remarks 

1. The ESCT system improved your existing operations. 

4, 4, 3, 5 1, 5, –, 5, 3 4, 3 5, 5, 5 4 Dispatch and management personnel indica

experienced better communication coverage breakdowns. (AWE) One carrier noted that the system has helpeplanning. (AWE) 

2. The ESCT is used on a regular basis. 

4 , 5 , 4, 4 1, 2, 2, 3, 2 3, 2 5, 5, 3 2 One carrier stated that this depends on the r

haul has more potential. (WB) Some drivers are still undergoing training, ausage will increase over time. (WB) 

3. The ESCT onboard features

created distractions for drivers. 

2, 1, 2, 5 1, 1, 1, 1, 5 2, 1 2, 3, 1 – One carrier stated that the drivers pull over t

messages.” The carrier would like a feature to identify and view messages which need im(CRL) One carrier indicated the ESCT systems crecuriosity” which could be a potential distract

4. The drivers feel safer with ESCT communication and security features. 

4, 4, 4, 5 4, 4, 2, –, 4 4, 1 5, 4, 4 – One carrier indicated that this system is criti

that they carry, such as munitions shipments One dispatcher indicated that they have seethe systems as the drivers get more “comforThey believe this increase in usage will contWhen drivers had personal emergencies buthat had the ESCT system, they recognized system in their truck. (WB) One carrier stated that the drivers were gettin general. (CRL) 

106 
Questions Alaska 

West 

Express 

(AWE) 

Weaver 

Brothers 

(WB) 

Lynden 

(LYN) 

Carlile 

(CRL) 

Shell 

Motiva 

(SM) 

Remarks 

5. The dispatcher responded positively to ESCT system. 

4, 4, 5 4, 3, –, –, 3 5, 5 5, 5, – 4 One carrier stated that problems were slow 

host and differences in training different disp

6. The ESCT host system is easy to use. 

3, 5, 4, – 2, 4, –, –, 5 4, 2 5, 5, – 5 One carrier stated that landmarks in the hos

database need improvement, since there are 

landmarks throughout Alaska. (AWE) 

Mapping clarity in general can be improved. received from several carriers) One carrier stated that there are some bene

time performance. (WB) 

One carrier stated that they had some issuerequiring and working only on Internet ExploOS does not support that. (AWE) The proximity database needs improvement

7. The ESCT onboard system is easy to use. 

4, –, –, 5 2, –, 4, –, 4 5, 5 4, 5, 4 4 No comments. 

8. The use of ESCT improved response to vehicle emergency. 

5, 5, 3, 5 –, –, –, –, 5 5, – 5, 5, – – One carrier stated

breakdown. (WB)

 that they had little exposu

107 
108 

Questions Alaska 

West 

Express 

(AWE) 

Weaver 

Brothers 

(WB) 

Lynden 

(LYN) 

4, 3

Carlile 

(CRL) 

5, 5, 5 

Shell 

Motiva 

(SM) 

– 

Remarks 

9. The use of 1, 5, 3, 5 5, 4, –, 5, 3 Carriers had not used the system to provide 

ESCT allows cus rs. ( tome AWE) 

better service to This system was especially useful rrier

for ca the shippers and an ations in the Fairbank d oper s and Prudho

receivers. 

4, 4 5, 5, – – 

Thi tem provided the carriers with bette

s sys

(LYN) 

One carrier had not provided information to 

was still under discussion and they saw the 

future with integration. WB) (

This system provided the carriers with an Eswhi ey could provide to their customers. 

ch th

10. The use of 3, 3, 4, 5 3, 5, –, –, 4 Most carriers were using other fleet manage

ESCT allows conj ction with the ESCT system and hope

un

better fleet bett eet m er fl anagement. (AWE and SM) 

management. One carrier in d that the ESC dicate T sy 

stem 

they can use. (WB) 

Note: 1 = Disagree 

5 = Agree
Before the pilot test, Carlile trailers were stolen on two occasions. Using the tethered trailer 

tracking system, connection and disconnection events could be monitored and matched with 

planned stops. A trailer disconnection at an unplanned or unknown location could alert dispatch 

and management personnel of a potential security concern, and the appropriate actions, such as 

trying to contact the driver or even notifying appropriate emergency response personnel, could 

be initiated. 

A second operational impact of the tethered trailer tracking technology was related to trailer 

retention at their customer locations. Carlile’s agreements with their customers sometimes call 

for Carlile to unhook and leave a trailer at a customer’s location for the customer to unload. The 

customer typically has an agreed-to time limit for unloading the trailer. Carlile indicated that 

with the enhanced visibility provided by the ESCT system into exactly when and where their 

trailers were disconnected at a customer’s site, they have better information to document the time 

that a trailer is left at a customer’s facility and a greater chance of recouping costs if a customer 

does not unload a trailer within the agreed-to time period. 

One constraint encountered by carriers in both Alaska and Hawaii related to the limited 

deployment of the ESCT systems within their fleets. The portion of their fleets not equipped with 

the ESCT systems were managed and operated differently than the portion of their fleet with 

ESCT systems. 

109 
Table 47. Mapping Pilot Test Technologies to Security and Efficiency Benefits 

SMCT Panic 

Buttons 

Tethered 

Trailer 

Tracking 

Operational 

Step 

Description Security Issues Inefficiencies Technolo

● Load 

Assignment 

Dispatcherinforms dri er vof load pic p kulocation an dtime. 

Misplaced tra tors cand trailers vulnerable to

unauthorizedaccess. 

Inability to n tify driver oof load and inability to locate availa le trucks. bMissed load and srevenue. 

QTRACS and Tprovided carriertractor/trailer locidentify closest aText messaging dispatchers and communicate reESCT systems improved load v

etc.) to shippers provided notificaauthorized tract

● ● ● Trailer PickUp Driver/tract r o arrives to t e ak

away loaded trailer. 

Unauthorized, hijacked or unknown tractor/trailer attempts to pick up load. Sabotage to load/equipment. 

Incorrect tra tor chooked up t a trailer. o

Tether ailer 

ed tr

provided immedconne to tra

ction

identifi n of 

catio

Panic buttons a

notific to sh

ation 

was a ized 

uthor

● ● Haul On-road transit 

towards destination. 

Unauthorizedstops and trailer drops. 

Out-of-route miles. Unbilled miles. Truck/trailer taken on roads unsui ble for tatrucks. 

ESCT system pnotific of ou ation 

ed trTether ailer 

ed nprovid otifica

as con tion 

firma

ESCT systems 

r locmonito ation

● ● Rest Stop Drivers need to

stop and rest every few hours, typically in public rest stops. Trucks are often left idling. 

Theft of tractor 

and trailer while unattended. Switching trailer toanother tractor. Potential to sabotage load/equipment. 

Tethered trailer provided notifica

and disconnecti

110 
111 

SMCT Panic 

Buttons 

Tethered 

Trailer 

Tracking 

Operational 

Step 

Description Security Issues Inefficiencies Technolo

● ● Trailer 

Swap 

When drivers reach their hours-ofservice limit, carriers may use another truck to complete the trip. Often trailers are left unattended during this “swap.” 

Theft of tr ler aiwhile left unattende . dPotential to sabotage load/equip t. men

hTet ered trailer 

vipro ded notifica

and disconnecti

● ● Load 

Delive y r

Driver delivers load to destination dock for unloading. 

Theft of trailer/loaddrop. 

 after 

Underutilized tractors and trailers. Idle drivers. 

Tethered trailer pro ded notifica

vi 

and disconnecti

ESCT systems improved load vetc.) about deliv

● ● Driver

Distress 

Driver encounters emergency situations, such as personal (health), mechanical, or securityrelated concerns (hijack, vandalism). 

Attemptedhijacking o ft r theof tractor and/or trailer. Driver encounters unauthorized personnel around vehicle when left unattended. 

Driver experiences a personal health emergency (heart attack, seizure, etc.) while en route, away from other communications. Driver experiences mechanical breakdown while en route, away from other communications. 

Use of panic bu

wireless) provid

dispatcher via h
8.0 SUMMARY 

The focus of this pilot test was to test the ESCT systems and the availability of satellite-based 

communication coverage in Alaska and Hawaii to determine impacts on safety, security, and 

efficiency relating to the tested technology. 

8.1 COMMUNICATION COVERAGE 

Communication coverage was improved in both Alaska and Hawaii as a result of this pilot test. 

Terrestrial-based communications existed in both states, but the coverage in these areas was 

limited to the major metropolitan areas. The project deployed a modified SMCT and 

supplemented the satellite coverage with a “regional beam” from a communication satellite 

(PanAmSat), which provided coverage in Hawaii (for the islands and routes tested) and Alaska. 

Table 48 and Table 49 provide a summary by route of the total number of position reports and 

OOC reports collected for the pilot test in Alaska and Hawaii. 

Table 48. OOC Reports in Alaska 

Route Name Total 

Miles 

Total Position 

Reports 

Total OOC 

Reports 

Percentage 

of OOC 

Reports 

Dalton Hwy 412 61,945 15,000 24% 

Route 1 531 26,808 1,466 5% 

Rou te 2 373 23,337 2,604 11% 

Route 3 323 22,005 2,733 12% 

Route 4 268 2,255 128 6% 

Route 6 142 295 16 5% 

Route 8 133 8 0 0% 

Route 9 37 124 3 2% 

All Routes 2,219 136,777 21,950 16% 

112 
Table 49. OOC Reports in Hawaii 

Route 

Name 

Total 

Miles 

Total Position 

Reports 

Total O OC

Reports 

Percentage of 

OOC Reports 

Route 11 551 920 0 0% 

Route 19 56 1,247 0 0% 

Route 190 39 48 0 0% 

Route 31 53 1 0 0% 

Route 36 16 673 0 0% 

Route 37 24 139 0 0% 

Route 340 22 49 0 0% 

Route 360 33 0 0 N/A 

Route 380 6 321 0 0% 

Route 50 33 234 13 6% 

Route 56 38 371 11 3% 

Route 550 19 0 0 N/A 

All Routes 494 4,003 24 1% 

Based on the geographic characteristics of each route and discussions with the carriers and 

drivers in both Alaska and Hawaii, ESCT systems increased the quality and coverage of two-way 

communication capabilities. However, there were areas in which OOC reports were generated. 

Alaska encompasses vast remote areas with large mountain ranges and difficult operating 

conditions. Because the QUALCOMM system utilized a communication satellite in a 

geosynchronous orbit, a low-look-angle antenna was required on the SMCT units installed in 

Alaska. If the “view” of this satellite were blocked (terrain, buildings, oversized loads, etc.), the 

SMCT units could not communicate, and OOC reports were generated. 

Carriers indicated that their terminal areas, as well as loading and unloading facilities, caused 

communication problems, and a significant number of OOC reports were recorded in these 

terminal areas. Because satellite communications require a “line of sight” between the 

transceiver on the tractor and the satellite, buildings, overhead loading and unloading facilities, 

and “urban canyons” in downtown areas caused communications problems. 

A greater percentage of OOC reports relative to the total number of position reports was 

generated in Alaska than in Hawaii. Alaskan routes were in mountainous regions, while the 

Hawaiian routes were in the major metropolitan areas around the islands. The routes used to 

deliver fuel in Hawaii did not run through the mountainous interiors of the islands. Since Alaska 

is much farther north than Hawaii, the line of sight to the satellite was blocked by geographic 

obstacles, such as mountains. 

Alaska carriers indicated that the nature of their business contributed to the number of the OOC 

reports. The Hawaii carrier handled fuel delivery, making short trips with many stops and no 

oversized loads. Alaska carriers often transported oversized loads, such as drilling equipment for 

the North Slope oil fields. These oversized loads could block the line of sight of the ESCT 

113 
system to the satellite in Alaska. However, OOC spikes appeared most frequently in areas of 

rugged mountainous terrain. 

8.2 SAFETY AND SECURITY FEATURES 

This project demonstrated that the ESCT system improved the safety and security of hazardous 

materials shipments in the uncovered regions of the United States. Providing effective two-way 

communication coverage to these regions increased the safety and security of shipments by 

giving drivers a means of communicating safety- and security-related matters to dispatchers. 

Panic buttons were designed to improve the safety and security of drivers. Combined with the 

enhanced communication coverage, panic buttons provided drivers a quick and reliable way of 

sending a high-priority alert to their dispatch and/or management personnel, with the assurance 

that the message would be received. The carriers indicated that the ESCT systems provided a 

direct and noticeable benefit. During the pilot test, the participating carriers experienced several 

instances in which drivers had emergencies and used the panic button feature to alert their 

dispatch and management personnel. Drivers noted that they felt safer and more secure knowing 

this technology was on-board. Dispatchers indicated that if their drivers had a problem, the 

ESCT systems provided a fast and reliable way to send assistance to them. 

Tethered trailer tracking technologies demonstrated the potential to improve safety and security 

through better tracking and visibility of trailers equipped with the technology. Unauthorized and 

unplanned trailer connections and disconnections were detected remotely by carrier dispatch 

personnel. By improving detection times, carrier dispatch and management personnel could 

respond quickly to potential safety and security events. 

The technologies deployed as part of this pilot test had a positive impact on both carrier 

operations and the level of customer satisfaction that carriers could provide to their shippers. The 

technologies gave the carriers improved visibility into the status of their fleet, which allowed 

them to improve their on-time performance to their customers. One carrier provided their 

customers limited access to the web-based host system for customers to directly track the status 

of their shipments. Another carrier indicated that the technologies helped them improve their 

human resource management. The carrier was able to improve load and crew planning at 

terminal locations by having more accurate arrival time information on their shipments. 

The carrier that tested the tethered trailer tracking technologies noted that implementation of 

trailer and truck tracking on their entire fleet would allow them to better manage both their trailer 

inventory and the dwell times when trailers are dropped at customer locations for later loading 

and unloading. 

8.3 IMPACT ON OPERATIONAL EFFICIENCY AND CUSTOMER 

SATISFACTION 

8.4 CONCLUSION 

With enhanced tracking capabilities for both trucks and trailers, carriers were able to improve 

their operations and service to their customers. Better asset visibility allowed the carriers to give 

114 
more accurate delivery-time estimates, leading to better utilization of their overall fleet assets. 

More reliable delivery-time estimates helped the carriers schedule necessary loading and 

personnel resources at their terminals. As a result, ESCT systems helped to improve the security 

and efficiency of carriers’ operations in Alaska and Hawaii. 

115 
APPENDIX A 

REQUIREMENTS DOCUMENTATION 

116 
The Expanded Satellite-based Mobile Communications Tracking System requirements specified 

the following five primary functional requirements: 

• Messaging 

• Location and Mapping of Tractors 

• Location and Mapping of Tethered Trailers 

• Accurate Times of Trailer Connect and Disconnect Activities 

• Panic Alerts 

A.1. MESSAGING FROM THE SATELLITE-BASED COMMUNICATIONS SYSTEM 

A.1.2 The satellite-based communications system shall provide two-way text 

communications between driver and on-site carrier personnel in free-form text 

messages and macros (pre-formatted messages). 

Two-way text communication between the driver and on-site carrier personnel (i.e., dispatcher) 

was provided as part of the basic functionality of the QUALCOMM (QC) SMCT. Figure 68

provides a screen capture of a test message received at the dispatcher console sent from unit 

#2122. 

Figure 69 provides an “Arrived at Shipper” macro sent from an Alaska West Express driver 

operating unit #2116. 

Figure 68. Free-Form Text Message Sent from Unit #2122 

to Alaska West Express Dispatcher 

Source: Data: QUALCOMM QTRACS, 2006.

117 
Figure 69. “Arrived at Shipper” Macro Sent from Alaska West 

Express Driver Operating Unit #2116 

Source: Data: QUALCOMM QTRACS, 2006. 

118 
A.1.3 The satellite-based communications system shall include a driver interface unit 

which allows the driver to send and view messages to and from on-site carrier 

personnel. 

Figure 70 provides a picture of the driver interface unit that was installed in the cab of the trucks. 

During the pilot test, this unit gave the drivers the ability to send and view messages to and from 

on-site carrier personnel. 

Figure 70. QUALCOMM Driver Interface Unit 

A.1.4 The satellite-based communications system shall allow users the ability to integrate 

data from the satellite-based communications system to the user’s back office 

systems. 

Integration with back office systems was included with only one carrier (Carlile) as an added 

feature, but it was not tested as part of the pilot test. 

119 
A.1.5 The satellite-based communications system shall provide a tractor position report 

with each message. The position report shall include the tractor’s latitude and 

longitude, and the date and time that the message was sent from the tractor. 

Providing tractor position reports with latitude, longitude, date, and time with each message was 

part of the basic functionality ESCT system. Figure 71 shows a simulated panic message sent 

from a Carlile truck during staged testing. This message contains the latitude, longitude, date, 

and time stamp. 

Figure 71. Detail of Panic Message Showing Latitude, Longitude, Date, and Time 

Source: Data: QUALCOMM QTRACS, 2006. 

120 
A.1.6 The satellite-based communications system shall include a web-based host software 

application that displays all messages and tractor positions to the on-site carrier 

personnel. 

The ESCT system installed for the test included a web-based host software application 

(QTRACS) that allowed carrier personnel to display all messages and tractor positions received. 

Figure 72 provides a screen capture showing the capability to “map all” vehicles in a fleet using 

the web-based host application. 

Figure 72. Screen Capture of QTRACS Application “Showing All” 

Alaska West Express Tractors on 1/17/06 at 11:18 am AST 

Source: Data: QUALCOMM QTRACS, 2006. 

121 
A.2 MAPPING AND LOCATION OF TRACTORS WITH THE SATELLITE-BASED 

COMMUNICATIONS SYSTEM 

A.2.1 The satellite-based communications system host software application provides 

tractor position information to enable on-site carrier personnel to track a tractor in 

“near-real-time.” Tractor position information shall include, at a minimum, the 

tractor’s latitude and longitude, and the date and time. 

Through the QTRACS host application, carriers could adjust how frequently tractors reported 

their position. Though typically set to report once per hour, the application could be configured 

to report as frequently as every five minutes. Figure 73 shows the set-up screen for Lynden 

Transport where unit #148 position reporting interval was set. In this example, the Active Ping 

(how frequently position reports are submitted) is set to five minutes. 

Figure 73. Weaver Brothers Unit #148 Position History 

Showing Position Reporting Every Five Minutes 

Source: Data: QUALCOMM QTRACS, 2006. 

122 
A.2.2 The satellite-based communications system host software application shall provide 

views of a history of the tractor’s positions. Tractor position history information 

shall include: tractor identification number (ID), tractor position (latitude and 

longitude), date, time, macro (i.e., a message that indicates that the load has been 

picked up, dropped, etc.), and nearest town and city to the tractor. 

Through the QTRACS application, carriers could view the position history of all their trucks or a 

single truck. Figure 74 shows the vehicle position history of unit #2122. The positions are shown 

graphically on a map as well as a tabular listing for each position report. The latitude and 

longitude were included with each position report and could be displayed for any message. The 

“Position” information indicates where the vehicle is in relation to the nearest landmark included 

in the mapping database. 

Figure 74. Position History of Alaska West Unit #2122 on 11/1/05 

Source: Data: QUALCOMM QTRACS, 2006. 

123 
A.2.3 The satellite-based communications system shall provide tractor position 

information via the GPS. 

The ESCT system used an externally mounted GPS antenna that calculated the vehicle position 

and sent that information with every message (e.g., position, macro, free-form text, panic). 

Figure 75 shows a picture of the external unit that contains the GPS receiver as well as the 

satellite transceiver. 

Figure 75. External Antenna for SMCT System 

A.2.4 The satellite-based communications system shall provide a default tractor position 

frequency of one hour. The tractor position frequency shall be configurable by the 

user if they desire another position frequency. 

For the pilot test, the reporting interval was set at 15 minutes to increase the number of position 

reports received. This adjustment was done via the web-based host system and was shown earlier 

in Figure 73. 

124 
A.2.5 The satellite-based communications system host software application shall allow 

users to issue requests to check the position of the tractor in between the scheduled 

mobile initiated position reports. 

The QTRACS system provided dispatcher personnel with the capability to “ping” a vehicle at 

any time and get the current location. Figure 76 shows the Vehicle Summary screen where the 

dispatcher can select the “Get New Position” function. Figure 77 shows how the vehicle position 

is shown graphically on a map, indicating the current position and scalable, road-level data. 

Figure 76. QTRACS System Provides Capability to Request Current Position of Any Unit 

Source: Data: QUALCOMM QTRACS, 2006. 

125 
Figure 77. QTRACS Displays Unit’s “Current” Position on a Map When Requested 

Source: Data: QUALCOMM QTRACS, 2006. 

A.2.6 The satellite-based communications system host software application shall include a 

mapping application that will display the position of one or more tractors on a map. 

The QTRACS application allowed the user to display the position of one or more tractors on a 

map. Figure 77 provides an example of the ability to display multiple tractor locations on a 

single map. 

126 
A.2.7 The mapping application shall display a tractor’s position history. 

The QTRACS application allowed the user to display a tractor’s current position or a tractor’s 

position history for a selected (configurable) period of time. Figure 78 shows the position history 

(both graphically and in textual form) for Lynden Transport’s unit #147 on 1/18/06. 

Figure 78. Lynden Transport Unit #147 Position History on 1/18/06 

Source: Data: QUALCOMM QTRACS, 2006. 

127 
A.2.8 The satellite-based communications system mapping application shall provide 

street-level mapping. 

The QTRACS system allowed users to display a vehicle’s position on a map and zoom in to

level desired. At the lowest level, QTRACS provided street-level mapping. Figure 79 shows 

 Transport’s unit #148 on East 3rd Avenue in Anchorage, Alaska on 1/18/06. 

 any 

Lynden

Figure 79. Lynden Transport Unit #148 Displayed on Street-Level Mapping 

Source: Data: QUALCOMM QTRACS, 2006. 

128 
A.2.9 The satellite-based communications system host software application shall support 

the creation, modification, and deletion of custom landmarks by authorized users. 

The QTRACS system had pre-defined landmarks established within the application. However, 

users could create custom landmarks or modify/delete existing landmarks. Figure 80 shows a 

landmark created at the Alaska West Express Terminal in Anchorage, Alaska. 

Figure 80. Landmark Created for Alaska West Express Terminal in Anchorage, Alaska 

Source: Data: QUALCOMM QTRACS, 2006. 

129 
A.2.10 The satellite-based communications system host software shall support the display 

of tractor positions with proximity to the nearest pre-defined landmark, if 

configured as a user preference. (This allows the user to display all position reports 

in terms of the tractor’s proximity to a landmark.) 

The QTRACS application provided the capability to display tractor positions with proximity to 

the nearest pre-defined landmark. When a tractor’s position was displayed, it automatically 

included a distance and directional indication from the “nearest” landmark. Figure 81 shows the 

position history for Weaver Brothers unit #86 on 1/18/06, including the distance to the nearest 

landmark. 

Figure 81. Weaver Brothers Unit #86 Position Reports Showing Distance to Nearest Landmark 

Source: Data: QUALCOMM QTRACS, 2006. 

130 
A.2.11 The satellite-based communications system host software shall support the query for 

tractors near a specified landmark within a specified distance. (This allows the user 

to query for any tractor within a certain distance from a landmark.) 

The QTRACS application provided the capability to query for tractors and their distances to 

selected landmarks. Figure 82 shows the search screen where the user selects the desired unit 

number and landmark. In this figure, the user is searching to find out how far unit #2122 is from 

the 0 Dalton landmark. Figure 83 provides the results of the search in numerical form and Figure 

84 provides a plot of the search results on a map. 

Figure 82. Search Screen for Determining an Alaska West Express Unit #2122’s 

Distance from the 0 Dalton Landmark 

Source: Data: QUALCOMM QTRACS, 2006. 

131 
Figure 83. Search Results Displaying AWE Unit #2122’s Distance from 0 Dalton Landmark 

Source: Data: QUALCOMM QTRACS, 2006. 

132 
133 

Figure 84. Map of Search Results Showing AWE Unit #2122’s Distance from 0 Dalton Landmark 

Source: Data: QUALCOMM QTRACS, 2006. 
134 

A.3 MAPPING AND LOCATION OF TETHERED TRAILERS WITH THE 

TETHERED TRAILER TRACKING SYSTEM 

A.3.1 The tethered trailer tracking host software application shall store the last known 

position of each trailer equipped with a tethered trailer tracking unit. (These 

positions are updated when the system detects a connection or disconnection event 

from the tethered trailer tracking unit.) 

The host operating system allowed the trailer tracking data to be stored in many ways. Figure 85

shows a screen capture identifying all trailers in the system. 

Figure 85. TrailerTracs Host System Screen Capture Showing the Status of All Trailers 

Source: Data: QUALCOMM, TrailerTracs, 2006. 

134 
A.3.2 The tethered trailer tracking system shall provide alerts notifying on-site carrier 

personnel of all tractor-trailer connections and disconnections. 

Each time a trailer was connected or disconnected from a tractor, an alert was generated on the 

TrailerTracs host system. Figure 86 shows a screen capture with the alert screen generated when 

trailer #32018516 was disconnected from vehicle #939655 on January 19, 2006 at 10:15:56. 

Figure 86. TrailerTracs Host System Screen Capture of Trailer Disconnection 

Source: Data: QUALCOMM, TrailerTracs, 2006. 

135 
A.3.3 The tethered trailer tracking host software application shall provide views of 

all trailers that are connected and disconnected from tractors with the satellitebased communications system terminal at or near a landmark. 

Figure 87 provides a screen capture showing all trailers, their statuses, and their positions relative 

to the nearest landmark. Every time a trailer was connected (C) or disconnected (D) from a 

tractor, an event was generated. However, if a trailer was connected to a trailer for more than an 

hour, the trailer “event” was reported as P. In this figure, the EV column provides the last event 

status for each trailer. 

Figure 87. TrailerTracs Screen Capture Indicating Status of All Trailers Used in Test 

Source: Data: QUALCOMM, TrailerTracs, 2006. 

136 
A.3.4 The tethered trailer tracking host software application shall display on a map the 

last known trailer positions and trailer position histories of trailers that are 

connected and disconnected from tractors with the satellite-based mobile 

communications tracking system terminal. The position information shall include 

latitude, longitude, date, and time. 

The TrailerTracs host system allowed users to display the last known locations of trailers on a 

map. Each position report includes the latitude, longitude, date, and time. Figure 88 shows a map 

indicating the location of selected trailers. 

S

Figure 88. TrailerTracs Screen Capture Indicates Location of Selected Trailers 

ource: Data: QUALCOMM, TrailerTracs, 2006.

137 
A.3.5 The tethered trailer tracking host software application shall provide a view of a 

position history of the tractor trailer’s location at a particular time to enable the onsite carrier personnel to track the trailer connected to a tractor with the satellitebased mobile communications tracking system. 

Figure 89 provides a screen capture of the host trailer tracking application showing the locations 

of a trailer over a period of time. 

Figure 89. Position History of a Trailer in TrailerTracs Host Application 

Source: Data: QUALCOMM, TrailerTracs, 2006. 

138 
A.3.6 The tethered trailer tracking host software application shall allow the on-site carrier 

personnel to view only trailers connected to tractors with the satellite-based mobile 

communications tracking system. 

Figure 90 shows the results of a request to display only those trailers that were connected at the 

time of the request. 

Figure 90. TrailerTracs Screen Capture Showing All Trailers Connected at Time of Request 

Source: Data: QUALCOMM, TrailerTracs, 2006. 

139 
A.3.7 The tethered trailer tracking host software application shall provide printable 

reports for the system user to view one or all trailer position histories, the last status 

report for a trailer, idle trailers, and trailers near a specific landmark that were 

connected or disconnected from a tractor with the satellite-based mobile 

communications tracking system. 

Figure 91 provides a screen capture showing a printable report for a single trailer (#32018479) 

over time. It also depicts the last known status and its location in reference to the nearest 

landmark. Figure 92 shows this same information for multiple trailers, not just a single trailer. 

Figure 91. TrailerTracs Screen Capture Showing Printable Report for a Single Trailer 

Source: Data: QUALCOMM, TrailerTracs, 2006. 

140 
Figure 92. TrailerTracs Screen Capture Showing Printable Report for Multiple Trailers 

Source: Data: QUALCOMM, TrailerTracs, 2006 

A.3.8 The tethered trailer tracking host software application shall provide views of trailer 

inventory counts by landmark using the last known trailer position of a trailer 

connected or disconnected from a tractor with the satellite-based mobile 

communications tracking system. 

Figure 92 shows the location of trailers and the landmarks (indicated under column titled 

“position”) closest to that trailer. 

A.3.9 The tethered trailer tracking system shall detect and record the time and position of 

all tractor-trailer connections and disconnections where the accuracy shall be 100 

percent within two minutes of the event. 

As shown in the figure above, the TrailerTracs host system provided the functionality to record 

the time and position of all tractor-trailer connections and disconnections. The capability to 

record this information was tested as part of the on-site, staged-event testing during the two field 

visits to Carlile Transportation in Anchorage, AK. 

141 
A.3.10 The tethered trailer tracking system shall relay tractor-trailer identification 

numbers (IDs) with every connection and disconnection event, as well as position, 

date, and time. 

As shown in Figure 93, a standard feature of the TrailerTracs system was relaying the tractortrailer identification numbers with each event (connection, disconnection, and position). 

Figure 93. TrailerTracs Relays Tractor-Trailer Identification Numbers with Each Event 

Source: Data: QUALCOMM, TrailerTracs, 2006. 

142 
A.4. PANIC BUTTON ALERTS WITH THE SATELLITE-BASED TRACTOR 

COMMUNICATION SYSTEM 

A.4.1 The on-board panic button shall be mounted in the tractor’s dashboard of the 

tractor with the satellite-based communications system terminal. 

Each tractor was equipped with an in-dash panic button. Figure 94 shows the installation of the 

wired panic button in one of Shell Motiva’s vehicles. 

Panic Button 

mounted on tractor’s 

dashboard

A.4.2 The wireless panic button shall operate within a maximum range of 150 feet from 

the satellite-based communications system terminal. 

The wireless panic button was tested while on-site in both Alaska and Hawaii, and it was shown 

to have a minimal operating radius of 150 feet from the tractor. 

A.4.3 The satellite-based communications system shall send an email and/or pager alert 

notification to a user when the panic button is activated. 

During on-site testing in Alaska and Hawaii, email alerts were sent to the appropriate carrier 

personnel when the panic function (either wired or wireless) was activated. Figure 95 shows the 

alert generated on the dispatcher screen when a panic button is activated. 

Figure 94. Wired Panic Button Installation in Shell Motiva Vehicle 

143 
144 

Figure 95. Screen Capture of Panic Alert Notification for Dispatcher 

Source: Data: QUALCOMM QTRACS, 2006. 

A.4.4 When a panic button is activated, the satellite-based communications system shall 

send the panic message notification to the web-based satellite-based communications 

system host software application within two minutes. This message shall have 

priority over any other queued messages. 

The functionality and performance (time to deliver the alert) of the panic alert capability of the 

system was tested as part of the on-site, staged-event testing in both Alaska and Hawaii. Figure 

95 shows the dispatcher screen where the panic messages received priority status and were 

placed at the top of the queue. 

A.4.5 When the emergency message is received at the network management center 

(NMC), the NMC personnel shall place an emergency call to previously designated 

points of contact. 

During the on-site testing with all participating carriers, the panic button feature was exercised 

where the NMC personnel placed an emergency call according to the carrier’s previously defined 

escalation procedure. 
APPENDIX B 

DISPATCHER’S MANUAL LOG FORM 

145 
Figure 96 below shows the format of the manual data collection form. The actual forms provided 

to carriers will be formatted to allow sufficient space for handwritten inputs. 

Company Name: _________________________________________ 

Log Book ______________________ of _______________________ 

Data Log Start Date: _____________ End Date: ______________ 

Entry 

No. 

Date Time Tractor or 

Trailer No. 

Type of 

Events 

(See Event 

Codes) 

Successful 

(Y/N) 

Explanation of 

Problems, if Any 

Your Initials 

1 

Location of vehicle: 

2 

Location of vehicle: 

3 

Location of vehicle: 

4 

Location of vehicle: 

5 

Location of vehicle: 

6 

Location of vehicle: 

7 

Location of vehicle: 

Figure 96. Format of the Dispatcher Manual Data Collection Form 

Definition of event codes: 

1. Receiving and responding to panic alert messages 

2. Assigning trailers to tractors and confirming a correct pick-up and the time 

3. Location of a trailer 

4. Loss of communication and inability to contact a driver 

N When “N” is appended to any of the event codes (i.e., 2N), it will denote a time when 

sending/receiving the message provided a new capability that was not possible prior to 

installation of the technology. Dispatchers will be asked to annotate the circumstances 

around this new capability in the manual log. 

Note: Receiving automatic vehicle location will not be logged as such events will occur at 

relatively short intervals. 

146 
APPENDIX C 

SUMMARY OF MANUAL LOG RESPONSES RECEIVED

DURING PILOT TEST 

147 
Table 50. Summary of Manual Log Responses Received During Pilot Tests, by Carrier 

Carrier Type of 

Log 

Log 

Period 

Event Comments/Impacts 

Alaska West 

Express 

Regular 11/17/05 Panic Button Truck broke down during after hours and the 

driver pushed the panic button to make his 

message noticed. 

Follow-up: After reviewing the manual log and 

the electronic data on this log, the project 

team member contacted the dispatcher to 

gather additional information on the problem. 

The dispatcher explained that the truck driver 

sent a message first to the dispatcher. When 

he did not receive a reply from the dispatcher, 

he realized that it was after hours and 

pressed the panic button. This triggered the 

escalation procedures and the answering 

service got in touch with the after-hours AWE 

dispatcher and helped the driver with the 

emergency situation. After this event, AWE 

has instructed their drivers to use the panic 

button after hours in emergency situations to 

reach a dispatcher immediately. 

Alaska West 

Express 

Remote 11/28/05 Messages Performed send and receive messages and 

documented the time. This was performed so 

that additional data could be collected on 

these events. 

Alaska West 

Express 

Remote 11/29/05 Messages Performed send and receive messages and 

documented the time. This was performed so 

that additional data could be collected on 

these events. 

Alaska West 

Express 

Remote 12/2/05 Messages Performed send and receive messages and 

documented the time. This was performed so 

that additional data could be collected on 

these events. 

Alaska West 

Express 

Remote 12/20/05 Panic Button Tested the panic button 

Alaska West 

Express 

Regular 12/20/05 Panic Button Accidental push of the panic button during 

routine maintenance. 

Alaska West 

Express 

Regular 12/29/05 Panic Button Driver pressed the panic button to ensure that 

he got help during after hours (approx 9 PM). 

Followed the procedures set forth by the 

carrier that if drivers had an emergency during 

after hours, and they are not able to reach a 

dispatcher, they should press the panic 

button. 

148 
149 

Carrier Type of 

Log 

Log 

Period 

Event Comments/Impacts 

Alaska West 

Express

Regular 1/4/06 Panic Button 3 Panic Alerts were sent from the same 

vehicle. The dispatcher contacted the driver 

and realized that all of them were false. Upon 

further investigation, it was realized that there 

was an equipment malfunction and a bad 

cable that triggered the panic button and 

locked up the key board of the mobile unit. 

Alaska West 

Express 

Regular 1/19/06 Panic Button Driver pressed panic button after hours 

because his truck had equipment malfunction 

problems. 

Weaver 

Brothers 

Remote 11/14/06 Messages Performed send and receive messages and 

documented the time. This was performed so that 

additional data could be collected on these events. 

Weaver 

Brothers 

Remote 11/24/05 Messages Performed send and receive messages and 

documented the time. This was performed so that 

additional data could be collected on these events. 

Lynden Regular 11/5/05 Location of 

truck 

Viewed the map to look at where the truck was and 

what time he switched the trailer. 

Lynden Regular 11/27/05 Panic Button Truck broke down and the driver pressed the panic 

button to get in touch with the dispatcher. 

Lynden Regular 11/28/05 Location of 

truck 

Viewed the map to track the location of the truck. 

Lynden Regular 11/30/05 Location of 

truck 

Viewed the map to track the location of the truck. 

Lynden Remote 12/20/05 Messages Performed send and receive messages and 

documented the time. This was performed so that 

additional data could be collected on these events. 

Lynden Remote 12/27/05 

and 

12/28/05 

Messages Performed send and receive messages and 

documented the time. This was performed so that 

additional data could be collected on these events. 

Lynden Remote 12/28/05 

and 

12/29/05 

Panic Button Tested the panic button. 

Carlile Regular 12/20/05 Panic Button Driver pressed panic button. 

Carlile Regular 12/20/05 Messages Communicating with the driver. 

Carlile Regular 12/21/05 Panic Button Truck broke down—SOS panic from the driver to 

reach dispatcher after hours (7:25 PM). 

Carlile Remote 12/27/05 Panic Button Tested the panic button. 

Carlile Remote 1/5/06 Panic Button Tested the panic button. 

Carlile Regular 1/6/06 Panic Button Truck broke down on Haul Road. Driver pressed 

panic button. 
APPENDIX D 

INTERVIEW GUIDE FOR SITE VISITS 

150 
The on-site interviews with carriers collected general comments concerning such various ESCT 

functions as: 

• Effectiveness of communication coverage 

• Use of Mobile Communication Terminal for messaging 

• Use of panic button 

• Use of tethered trailer tracking 

• Use of host software in dispatch operations 

• Reliability of host system 

• Reliability and maintenance issues regarding on-board instruments 

• Logistical issues in using ESCT 

• Training-related issues 

The interview guide contained a set of structured questions intended to assess the carrier’s 

perceptions on various ESCT functionalities (see Figure 97). Interviewees were asked to rate 

their perceptions using a 5-point preference scale in which 5 is “agree” and 1 is “disagree.” 

Questions Disagree Agree Remarks 

1. The ESCT system improved 

your existing operations. 

 1 2 3 4 5 Specific improvements 

2. 

basis. 

The ESCT is used on a regular 1 2 3 4 5 Reasons preventing it being 

used more often 

3. The ESCT on-board features 

created distractions for drivers. 

 1 2 3 4 5 Suggestion for improvement 

4. The drivers feel safer with ESCT 

communication and security features. 

 1 2 3 4 5 Perceived safety 

improvements 

5. The dispatcher responded 

positively to ESCT system. 

 1 2 3 4 5 Testimony 

6. 

to use. 

The ESCT host system is easy 1 2 3 4 5 Suggestion for improvement 

7. 

easy to 

The ESCT on-board system is 

use. 

 1 2 3 4 5 Suggestion for improvement 

8. The use of ESCT improved 

response to vehicle emergency. 

 1 2 3 4 5 Specific experiences 

9. The use of ESCT allows better 

service to the shippers and receivers. 

 1 2 3 4 5 Feedback received from 

customers 

10. The use of ESCT allows 

fleet management. 

better 1 2 3 4 5 Testimony 

Figure 97. Interview Guide for Site Visits with 5-Point Preference Scale 

151 
APPENDIX E 

STAGED-EVENT TESTING SCRIPT 

152 
Table 51. Staged Event Testing Script—Functional Requirements 3.2.1-1 to 3.2.1-5: 

Send/Receive Free-Form Text Message, Send/Receive Macro Message. 

Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Send/Receive Free-Form Text Message 

S r end free-fo m text messag

e

from tractor to dispatcher 

••

The driver enters the vehicle, starts the engine, and logs into the system The driver sends afree- form textmessage to the dispatcher requesting confirmation. 

• Verify the driver 

can complete the free- form text message and send it to dispatcher. 

• Verify the 

dispatcher receives the freeform text 

28 • Time stamp,

• Message Text • Origin (Vehicle), • Lat/Long, • Message length,  type (text/binary),  user fields 

Note: Gthe dispmessag

message. 

Send/Receive Free-Form Text Message 

Dispatcher reply to free-form text message 

••

The dispatcherreceives free-f

orm 

text message from driver 

 The dispatcher

replies to driver with confirmation message 

• Verify the 

dispatcher can complete and send the reply to the driver’s freeform text message. 

• Time stamp, • Message Text • Origin (Vehicle), • Lat/Long, • Message length,  type (text/binary),  user fields 

Send/Receive Macro Message 

Req ad uest LoAss ignment

••

Th e e driver ent rs the veh a icle and st rts the 

engine at the carrier terminal. The driver sends a

message to the dispatcher req oad uesting a lassignment. 

••

Verify the driver can complete the load assignment request macro and send it to dispatcher. Verify the return macro is received by dispatcher and can be read. 

• Time stamp, • Return macro#, • Origin (Vehicle), • Lat/Long, • Message length,  type (text/binary),  user fields 

28 For each message sent from the on-board SMCT as part of the staged-event testing, the time stamp will be the time displayed on the SMCT when the mess

will be compared against the time posted at the host (dispatcher) to determine system latency/response. 

153 
Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Send/Receive Load • The dispatcher • Verify the • Time stamp, 

Macro Assignment determines the load dispatcher can • forward macro#, Message assignment for the complete and • Origin (Vehicle), driver. 

• The dispatcher 

enters the load assignment and sends it the driver, 

send the load assignment macro to the mobile unit. 

• Lat/Long, • Message length,  type (text/binary),  user fields 

including the ID of the trailer to be picked up. 

Send/Receive Load • The driver receives • Verify the driver • Time stamp, 

Macro Assignment the load assignment can read the load • Return macro#, Message Acceptance macro and reviews it. assignment • Origin (Vehicle), macro on the 

mobile unit and it contains the ID of the trailer to be 

• Lat/Long, • Message length,  type (text/binary), 

picked up. user fields 

• The driver sends an • Verify the driver 

accept load macro can send an message to the accept load dispatcher. macro message 

back to dispatcher. 

154 
Table 52. Staged Event Testing Script—Functional Requirements 3.2.3-1 to 3.2.3-10: 

Tethered Trailer Tracking via Load Assignment 

Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Tethered Trailer Tracking via Load Assignment

Load Assignment • The er dispatch

determines the load 

assignment for the driver. 

• The er dispatch

enters the load assignment and sends it the driver. 

• Verify the 

dispatcher can complete and send the load assignment macro to the mobile unit. 

• Time stamp, • forward macro#, • Origin (Vehicle), • Lat/Long, • Message length,  type (text/binary),  user fields 

Note: Tconducthe senmessagload assimulatconneccarrier's 

Tethered Trailer Tracking via Load Assignment 

Load Assignment Acceptance 

••

The driv eceiveser r the load assignment macro and reviews it. The driver sends an accept load macro message to the dispatcher. 

••

Verify the driver can read the load assignment macro on the mobile unit and it contains the ID of the trailer to be picked up. Verify the driver can send an 

• Time stamp, • Return macro#, • Origin (Vehicle), • Lat/Long, • Message length,  type (text/binary),  user fields 

accept load macro message back to dispatcher. 

Tethered Trailer Tracking via Load Assignment 

Connecting tractor to trailer 

••

The driv ooks the er htractor to the trailer. Tethered trailer unit transmit e s thtethered trailer track ID over the power bus to the mobile 

• Verify the driver 

can connect the tractor to the trailer cable. 

unit. 

155 
Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Tethered Trailer Tracking via Load Assignment 

Trailer Tracking 

Unit synchronizes 

with SMCT 

••

The mobile unit 

detects the trailer track ID message 

and auto connects the trailer.

The driver confirms

• Verify the trailer 

ID displays on the mobile unit confirming the correct trailer. 

the trailer ID to ensure the correct trailer wasconnected.

Tethered Trailer Tracking via Load Assignment 

Trailer Tracking Unit sends connection message to dispatcher 

• The mobile unit 

sends an over-the-air 

message to the 

carrier to n m otify the of the connect event. 

• Verify the 

co t nnecmessage is 

generated by the TrailerTracs device and is 

• Time stamp, • Origin (Vehicle), • Lat/Long, • Message length,  type (connect) 

Not e: Gthe 

disp

messag

received and displayed in TrailerTracs/Win 

Tethered Trailer Tracking via Load Assignment 

Departing •

•

The driver prepares to depart once he 

ha ds verifie the trailer ID. 

The driver sends a departing shipper ma ssacro me ge to the di cherspat . 

• Verify driver can 

send the departing macro message. 

• Verify the 

dispatcher can view the 

departing macro message on host system.

• Time stamp, • return macro#, • Origin (Vehicle), • Lat/Long, • Message length,  type (text/binary),  user fields 

156 
Table 53. Staged Event Testing Script—Functional Requirement 3.2.2: Positioning and Mapping of T

Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Positioning and Mapping of Tractors 

Hourly positions 

are being sent 

from the tractor 

• The driver enters the 

vehicle and starts the 

engine at the carrier terminal. 

• Verify vehicle 

positions are received every hour. 

• The driver continues 

the run and the mobile unit sends hourly position reports. 

Positioning and Mapping of Tractors 

Positions of the tra spla ctors di yed on a map 

• The host application 

system displays the 

vehicle position every hour. 

• Verify that the map is 

refreshed and the position is updated every hour 

Positioning and Mapping of Tractors 

Find and display tra oses ctors cl t to a ocat specific l ion an dma d/or lan rk 

• Using the host 

application, the dispatcher locates a specific tractor at a specific location. 

• Verify that the 

dispatcher can locate and display tractor position and location of the tractor on a 

• Create landmarks for 

shipper, consignee, and carrier locations. 

•

map. Verify that the dispatcher can create the 

Using the host application, the dispatcher locates a specific tractor at a specific landmark. 

landmarks. Verify that the dispatcher can locate and display tractor position and display it on a map based on a specified landmark.

Positioning and Mapping of Tractors 

Verify vehicle 

po porti sition re ng 

to every 15 minutes 

• The mobile unit is 

modified to sendmobile initiated position report every 15 minutes. 

• Verify that vehicle 

position report is received every 15 minutes. 

157 
Table 54. Staged Event Testing Script—Functional Requirements 3.2.4-1 to 3.2.4-5: Panic Button Alerts (Wire

Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Panic Button Alerts (Wired) 

Driver presses panic button in vehicle. 

• The driver is in the 

vehicle and detects an emergency situation. 

• Verify the driver is 

able to press the panic button. 

• The driver depresses 

the wired panic button. 

Panic Button Alerts (Wired) 

Panic button message is received by host application 

• Panic button sends a 

signal to the mobile unit. The mobile unit sends a panic message to the NMC. 

• Verify a message is 

queued on the mobile unit with the text “panic message.” 

Panic Button Alerts (Wired) 

Panic Alert Escalation procedures are followed 

••

The NMC forwards the panic message to the carrier. NMC personal use the call procedure to notify the carrier of the emergency situation. This could include a call to Law Enforcement, if indicated by the call process. 

•••

Verify the panic message displays in the Host system message list in red. Verify the panic message is copied to the Laws Enforcement system via QMASS. Verify the call is received at the correct phone number. The NMC should identify the vehicle from which panic message was sent. 

• Time stamp, • Panic 

Message, 

• Lat/Long 

Get "scmessagapplica

Panic Button Alerts (Wired) 

Tractor position at the time of panic 

• The host application 

system displays the vehicle position at the time of the panic. 

• Verify that the tractor 

position is displayed at the time of the panic message. 

158 
Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Panic Button Alerts (Wireless) 

Driver presses panic button in vehicle or outside vehicle or when detecting emergency situation. 

• The driver depresses 

the red panic button on the wireless panic button (WPB) transmitter. 

• Verify the driver is 

able to press the red panic button on the WPB transmitter. 

Panic Button Alerts (Wireless) 

Panic button message is received by host application 

•••

The wireless panic button receiver sends a signal to the mobile unit. The mobile unit sends a message to the NMC. 

• Verify a message is 

queued on the mobile unit with the text “panic message." 

Panic Button Alerts (Wireless) 

Panic Alert Escalation procedures are followed 

•••

The NMC forwards the panic message to the carrier. NMC personal use the call procedure to notify the carrier of the emergency situation. This could include a call to Law Enforcement, if indicated by the call process. 

••

Verify the panic message displays in the Host system message list in red. Verify the panic message is copied to the Laws Enforcement system via QMASS. Verify the call is received at the correct phone number. The NMC should identify the vehicle from which panic message was sent. 

Time stamp, Panic Message, Lat/Long 

Panic Button Alerts (Wireless) 

Tractor position at the time of panic 

• The host application 

system displays the vehicle position at the time of the panic. 

• Verify that the tractor 

position is displayed at the time of the panic message. 

159 
Table 55. Staged Event Testing Script—Functional Requirements 3.2.7-1 to 3.2.7-5: Connect/Disconnect 

Function 

Group Function Test Steps Exp ul ected Res t Data Fields Test Time 

Connect/Dis

Driver connects to • Once the driver • V y erif the d r rive can • Time stamp, 

connect the right trailer receives th

e load c e onn ct th

e tractor to • R rn etu

Monitoring assignment and the trailer ca e. bl macro#, 

accepts it, t i he dr ver • Origin hooks the tr actor to (Vehicle), the trailer. • Lat/Long, • Tethered trailer unit 

transmits the tethered TrailerTracs 

ID over the powerbus to the mobile 

• Message 

length, 

 type  (text/binary), 

unit. user fields 

Connect/Dis Connect Notification • The mobile unit • Verify the trailer ID • Time a st mp, 

connect Monitoring 

message to d spatcher i

detect s the

TrailerTracs I

D

displays on the mobile unit • Origin (Vehicle), 

message and auto confirming the • Lat/Long, 

connects the trailer. correct trailer. • Message • The driver confirms • Verify the connect length, the trailer ID t

o

ensure the correct trailer was 

message is generated by the TrailerTracs device 

 type  (connect) 

connected. and is received and 

• The mobile unit displayed in 

sends an over-the-air TrailerTracs/Win 

message to the application. 

carrier to notify them 

of the connect event. 

160 
161 

Function 

Group Function Test Steps Expected Result Data Fields Test Time 

Connect/Dis Trailer Tracking • The driver • Verify the trailer ID connect Disconnect disconnects the no longer displays on 

Monitoring trailer and leaves it at 

the consignee. 

• The mobile unit 

detects the lack of a TrailerTracs ID and sends a disconnect event. 

•

the unit. Verify a disconnect event is sent and displayed on the TrailerTracs/Win application. 

Connect/Dis Disconnect • The dispatcher • Verify the position of • Time stamp, 

connect Notification verifies that the the disconnect event • Origin Monitoring disconnection of the 

trailer occurred at the proper location. 

is at the expected location. 

(vehicle) 

• Lat/Long • Message 

length, 

 Type  (disconnect) **Position** 
APPENDIX F 

STAGED-EVENT FIELD TEST DATA 

162 
FIELD TEST 1—ALASKA 

Table 56. Field Test 1—Alaska 

Function Alaska West Weaver Lynden 

Free-Form Free-Form 1 Free-Form 1 Free-Form 1 FMessages— Driv en er s t Message: 9.53. 06 Driver sent Message: 9.42.20 Driver sent Message: 2.19.50 D

Driver to Dispatcher Dispatche ei r rec ved Message: 9.53.45 

Total Time: 39 seconds 

Free-Fo 2 rm

Driver s t Meen ss : 1age .30.15 9 Dispatche eived Message: r rec10.16.10 Total Time: 31 seconds 

Dispatcher receive s d Me sage:

Total Time: 34 seconds 

9.42. 4 5 Dispatcher received ssage: 2.21.0 Me 7 

Total Time: 1 minute and 17 seconds Free-Form 2

Driver sent Me 2.40 ssage: 2.2 

herDispatc received ssage: 2.23.1 Me 1 

Total Time: 31 seconds 

D1T

Free-Form eFr rme-Fo 1 -ForFree m 1 FormFree- 1 F

Messages— Dispatcher sent Message: 9.5 5.00 Dispatcher sent Message: 9.46.19 Dispatcher sent Message: 2.26.14 D

Dispatcher to Driver Driver rec Message: 9.5 eived 6.06 Total Time: 1 minute and 06 Driv eive er rec d Me e:ssag 9.47.29 Total Time: 1 minute and 10 seconds Driver received Message: 2.27.17 Total Time: 1 minute and 3 seconds D

T

seconds 

Free-Fo 2 rm

Dispatcher sen sat Mes 0 ge: 1 .13.00 

Driver received ag Mess 0. e: 1 14.02 

Total Time: 1 nminute a 2 d 0

sec onds

Free-Form 2

Dispatcher se ge nt Messa 4.: 9.5 16 

eDriv r receive e: d Messag 9.56.02 

lTota Time: 1 minute 46 s ndeco s 

sFD

DT

Macro The erre w e no s macro e in th Macro 1 Macro 1 MMessages— system–we could not test it. Driver sent Macro: 9.58.18 Driver sent Macro: 2.28.55 DDriver to Dispatcher received Macro: 9.59.08 Dispatcher received Macro: 2.29.59 DDispatcher Total Time: 50 seconds Total Time: 1 minute and 4 seconds T

163 
Function Alaska West Weaver Lynden 

Macro There were no macros in the Macro 1 Macro 1 M

Messages— system–we could not test it. Dispatcher sent Macro: 10.05.28 Dispatcher sent Macro: 2.32.59 D

Dispatcher to Driver Driver received Macro: 10.06.57 Total Time: 1 minute and 29 seconds Driver received Macro: 2.33.20 Total Time: 21 seconds D

T

Macro 2Dispatcher sent Macro: 2.35.44 Driver received Macro: 2.36.15 Total Time: 31 seconds 

Wired Panic Test 1 Test 1 Test 1 T

Button Driver presses the panic button: 

10.20.30 Dispatcher receives Alert: 10.21.22 NMC calls Carrier: 10.21.30 Answering Service Calls Carrier: 10.24.00 Total Time: 52 seconds (Driver to Dispatcher) 

Driver presses the panic button: 10.16.49 Dispatcher receives Alert:10.17.37 NMC calls Carrier: 10.18.12 Total Time: 48 seconds (Driver to Dispatcher) 

Driver presses the panic button: 2.37.30 Dispatcher receives Alert: 2.38.27 NMC calls Carrier: No escalation procedures were set up Total Time: 57 seconds (Driver to Dispatcher) 

D1DN

p

tTDTD1DNTD

164 
Function Alaska West Weaver Lynden 

Wireless Panic Test 1 Test 1 Test 1 T

Button Driver presses the panic button: 

10.40.50 Dispatcher receives Alert: 10.41.48 NMC call rr s Ca ier: 10.43.00

Answeri vic ng Ser e Calls Carrier: 

10.45.00 Total Time: 58 seconds (Driver to 

Dispatcher) 

Driver presses the p utanic b ton: 

810.25.3 

Dispatc ceives Alert: 10.26.44 her reNM alls CaC c rrier: 1 30.27.0 Total Time: 1 minute and 6 seconds (Driver to Dispatcher) 

Driver presses the panic button: 2.44.00 Dispatcher receives Alert: 2.44.47 NMC calls Carrier: No escalation 

procedures were set up Total Time: 47 seconds (Driver to Dispatcher) 

D1DNTD

Trailer Tracking Connect/ Disconnect Monitoring—Driver Connects and Disconnects 

Tan

f

165 
FIELD TEST 2—ALASKA 

Table 57. Field Test 2—Alaska 

Function Alaska West Weaver Lynden 

Send/Receive Free-Form 1 Free-Form 1 Free-Form 1 Fr

Free-Form Driver sent Message: 10.04.03 Driver sent Message: 9.58.53 Driver sent Message: 1.26.40 Dr

Messages—Driver to Dispatcher 

Dispatcher received Message: 10.05.06 Total Time: 1 minute 3 seconds 

Dispatcher received Message: 9.59.33 Total Time: 40 seconds 

Dispatcher received Message: 1.28.29 Total Time: 1 minute and 49 seconds 

Di9.3To

Free-Form 2Driver sent Message: 10.08.28 Dispatcher received Message: 10.09.46 Total Time: 1 minute and 18 seconds 

Free-Form 2Driver sent Message: 10.02.15 Dispatcher received Message: 10.02.39 Total Time: 24 seconds 

Free-Form 2Driver sent Message: 1.32.36 Dispatcher received Message: 1.33.06 Total Time: 30 seconds 

Fr

DrDi9.4To

Send/Receive Free-Form 1 Free-Form 1 Free-Form 1 Fr

Free-Form Dispatcher sent Message: 10.08.00 Dispatcher sent Message: 10.01.54 Dispatcher sent Message: 1.30.01 Di

Messages—Dispatcher to Driver 

Driver received Message: 10.08.43 Total Time: 43 seconds 

Driver received Message: 10.02.15 Total Time: 21 seconds 

Driver received Message: 1.30.52 Total Time: 51 seconds 

DrTo

Free-Form 2Dispatcher sent Message: 10.05.05 Driver received Message: 10.05.46 Total Time: 41 seconds 

Send/Receive Macro 1 Macro 1 Macro 1 Ma

Macro Driver sent Macro: 10.12.30 Driver sent Macro: 10.11.36 Driver sent Macro: 1.34.58 Dr

Messages—Driver to Dispatcher 

Dispatcher received Macro: 10.13.35 Total Time: 1 minute 5 seconds 

Dispatcher received Macro: 10.12.43 Total Time: 1 minute 7 seconds 

Dispatcher received Macro: 1.36.05 Total Time: 1 minute and 7 seconds 

DiTose

Macro 2Driver sent Macro: 1.41.27 Dispatcher received Macro: 1.42.21 Total Time: 54 seconds 

Ma

DrDiTo

166 
Function Alaska West Weaver Lynden 

Send/Receive Macro 1 Macro 1 Macro 1 Ma

Macro Dispatcher sent Macro: 10.16.57 Dispatcher sent Macro: 10.16.12 Dispatcher sent Macro: 1.38.53 Di

Messages—Dispatcher to Driver 

Driver rec o: 10.17.43 eived MacrTotal Time: 46 seconds 

Driver received Macro: 10.16.41 Total Time: 29 seconds 

Driver received Ma 0.12 cro: 1.4Total Time: 1 minute 19 seconds 

DrTo

Ma o 2 cr

Dispatcher sent Macro: 10.20.25 Driver received Macro: 10.21.51 Total Time: 1 minute 26 seconds 

Wired Panic Test 1 Test 1 Test 1 Te

Button Driver presses the panic button: 

10.25.29 Dispatcher receives Alert: 10.10.26.12 NMC calls Carrier: 10.26.59 

tal To Time: 43 seconds ( river to D

pDis atcher) 

Driver presses the panic button: 10.27.40

Dispatcher receives Alert: 10.28.15 NMC calls Carrier: 10.29.04 Total Time: 35 seconds (Driver to Dispatcher) 

Driver presses the panic button: 1.46.10 Dispatcher receives Alert: 1.46.43 NMC calls Carrier: No escalation procedures were set up Total Time: 33 sec iver to Dr onds (Dispatcher) Test 2

Driver presses the panic button: 1.53.05 Dispatcher receives Alert: 1.54.54 NMC calls Carrier: No escalation procedures were set up Total Time: 1 minute 49 seconds 

(Driver to Dispatcher) 

Dr9.5DiNMToDi

167 
Function Alaska West Weaver Lynden 

Wireless Panic Test 1 Test 1 Wireless panic button was not TeButton veDri r presses the panic button: 

.2910 .15 

Dispatcher receives Al 30.07 ert: 10.NMC calls Carrier: NMC did not call because it was too close to the first panic button. Total Time: 52 seconds (Driver to Dispatcher) Test 2Driver presses the panic button: 10.37.40 Dis atcher rec p eives Alert: 10.38.36 

NMC calls Carrier: 1 0.39.09

Total Time: 56 seco er to nds (Driv

Dispatcher) 

Driver presses the panic button: 10.22.18 Dispatcher receives Alert: 10.23.09 NMC calls Carrier: 10.24.19 Total Ti seconds (Driver to me: 51 Dispatcher) 

available. Dr

10DiNMToDi

168 
Function Alaska West Weaver Lynden 

Trailer Tracking Connect/ Disconnect Monitoring—Driver Disconnects and Connects 

DiDrMo10Tr

DiLa

unLa2 CoDrMo10TrCoLaunLa4 DiDrMo10TrDiLaunLa6 CoDrMo10TrCoLaun

169 
FIELD TEST 1—HAWAII 

Table 58. Field Test 1—Hawaii 

Function Hawaii 

Send/ Receive Messages— e-ForFre m 1Free-Form—Driver to Dispatcher Driver sent Message: 10.14.00 

Dispatcher received Message: 10.24.34 Total Time: 10 minutes 34 seconds Free-Form 2Driver sent Message: 10.28.00 Dispatcher received Me 0.33.08 ssage: 1

Total Time: 5 minutes and 8 seconds 

 Realized that there was an issue with the location 

reset the mobile unit.Free-Form 3

Driver sent Message: 10.44.00 Dispatcher received Message: 10.45.48 Total Time: 1 minute and 48 seconds 

of the truck—moved 

Send/ Receive Messages— -FFree orm 1Free-Form—Dispatcher to Driver Dispatcher sent Message: 10.35.10 

Driver received Message: 10.38.19 

Total Time: 3 minutes and 9 seconds 

Had the same problem—moved the truck and reset the mobile unit.

Free- Form 2

Dispatcher Sent Message: 10.47.20 

Driver Received Message: 10.47.42 

Total Time: 22 seconds 

170 
171 

Function Hawaii 

Macro Messages— Macro 1From Driver to Dispatcher Driver sent Macro: 10.41.00 

Dispatcher received Macro: 10.41.30 

Total Time: 30 seconds 

Macro Messages— Macro 1

From Dispatcher to Driver Disp r sent Macro: 10.47.21 atche

Driver received Macro: 10.47.55 Total Time: 34 seconds 

Panic Buttons— Test 1

Wired Panic Button Driver presses the panic button: 10.57.00

Dispatcher receives Alert: 10.59.25 NMC calls Carrier: 11.01.00 

Total Time: 2 minutes 25 seconds (D ver to Dispatcher) riTest 1

Driver presses the panic button: 11.05.00 Dispatcher receives Alert: 11.05.25 NMC calls Carrier: 11.07.32 

 Total Time: 25 seconds (Driver to Dispatcher) 

Panic Buttons— Test 1

Wireless Panic Button r pDrive resses utton: 11.01.00 the panic b

tcDispa her receives Alert: 11.01.37 

Total Time: 37 seconds (Driver to Dispatcher)