Abstract:
Apparatus, method, and system enforce compliance with Transportation Safety Policies (TSP) governing vehicle fleets, subways, trains, busses, airplanes, etc. 
     The apparatus identifies, authenticates, authorizes and logs-in all drivers/operators before enabling vehicle operation. Assigned privileges are granted to Transportation Safety System (TSS) enrolled drivers/operators. After drivers/operators log-in, the apparatus detects, reports, and alarms safety violations to the governing TSS. Biometric log-in precludes driver/operator repudiation. 
     In preferred embodiments, biometric readers and/or card-based fingerprint readers are mounted into vehicle dashboards for driver/operator authentication/log-in. 
     The invention helps reduce inattentiveness accidents due to unauthorized wireless use (phoning, texting, Internet, games, etc.). Unauthorized wireless usage by drivers/operators is detected in driving and control areas. All unauthorized activity is logged, alarmed and/or reported to Transportation Safety System administrators, depending on incident type, severity, and/or safety violation. 
     Remediation action varies from issuing warnings, to logging violations, to incapacitating vehicles forcing safety stops requiring supervisory intervention.

Description:
CROSS REFERENCE TO RELATED &amp; AUXILIARY APPLICATIONS 
     This Regular Patent Application claims priority to earlier-filed U.S. Provisional Patent Application No. 61/274,302 filed by inventor Douglas Kozlay on Aug. 14, 2009 which is hereby incorporated in its entirety by reference herein. Additionally, this Regular Patent Application discusses use of an alternative biometric interface device (see discussion of  FIGS. 6A ,  6 B,  7 A,  7 B) as an auxiliary interface device: that device is already patented in U.S. Pat. No. 7,480,637 to Douglas Kozlay (the same inventor, undersigned). Accordingly, to better enable the present invention, my U.S. Pat. No. 7,480,637 is also incorporated in its entirety by reference herein. 
    
    
     APPLICATION TERMINOLOGY 
     For the purpose of this application, “emission” is defined as “wireless communication signals”, i.e., broadcast signals typically emitted from cell phones, texting devices, internet devices, wireless PDA&#39;s and PC&#39;s, and the like. Accordingly, the term “emission anomalies”, defines as “unauthorized wireless communication signals”, i.e., wireless broadcast signals that aren&#39;t permissible by predefined policy. In turn, the term “Transportation Safety Policies”, or “TSP”, are defined as “governing or mandated wireless radio frequency (RF) spectrum emission rules”. These comprise limitations and/or restrictions (imposed, promulgated or legislated) by relevant authorities or jurisdictions on transmission of wireless signals by users of electronic devices. Transportation Safety Policies (TSPs) can also specify affirmative or negative emission privileges. Such “policies” are usually rules and regulations of public regulators, security administrators, supervisors, and/or owners of transportation fleets. 
     The term “Transportation Safety System”, or “TSS”, is defined as integrated hardware, software, communications, and network resources and components comprising one or more computers, software, databases, transceivers, network interfaces and connections, fallback procedures, and the like. Such a system comprises a networked database monitoring system, usually operated by an applicable authority or authorities, or a facility manager(s). A Transportation Safety System (TSS) can be centralized and/or distributed. 
     The TSS is generally the system or systems by which an enforcement authority monitors and detects transmission detection operations of (one or more) locally-deployed Transportation Safety Apparatus (“TSA”) device(s) installed in each equipped vehicle which is being (or is to be) monitored or operationally accounted for, with or without a driver and/or a vehicle operator “logged-in”/i.e., “on duty”, “logged-out”/“off duty”, where the vehicle is either deployed or not deployed as applicable. 
     The terms “biometric” or “biometrics” or “biometric modality” can mean any implemented biometric user authentication device. Here, the fingerprint sensor biometrics device is used as one best mode of the invention. Notwithstanding, there are many other biometric devices and modalities which could be adapted to operate as authentication mechanisms with the present invention where practicable or required, including (but not limited to) a hand geometry sensor, a face recognition sensor, a heartbeat sensor, a breathalyzer sensor, and/or a voiceprint. 
     The terms “data” “operations data”, “exception data”, “alarm data”, “event data”, “emission data”, “data count”, and the like, can refer to any number of types of reportable data related to the operation of a vehicle or its operational status. Such data could also include (but is not limited to) fuel level, fuel consumption rate, time to fuel empty, vehicle geographic location, engine or motor readings including voltage, current, charge-level of batteries, speed, acceleration, braking, underway time data, “logged in” operator or driver data, etc. 
     The term “wireless electronic device” can be used to designate cellular telephones, Personal Data Apparatus (PDA), Blackberry devices, Internet games devices, iPhones, iPads, wireless transmitters of many different types, including beacon devices, surveillance devices, etc. 
     The terms “monitoring and detecting” means the detection of wireless device transmissions in vicinity of the present invention. Wireless events detectable include (but are not limited to) all predetermined frequencies, spectrum emissions, radio waves; anomalous events, including operating conditions, emitted frequencies above, below, or at specified power levels, emitted at certain times or conditions, etc. System operator(s), who create one or more Transportation Safety Policies, Transportation Safety System(s) and who operate, own, secure, and/or manage a vehicle or fleet(s) of vehicles, specify exactly what is “monitored and detected”, reported, alarmed, alerted, and/or logged and transmitted to external or internal systems. Events reported to the Transportation Safety System can include details of vehicle operation (e.g., logged in status, logged in underway, logged in underway but not making way, braking, accelerating, starting, stopping, etc.). 
     “Public transportation”, “public safety”, “common carriage”, and “police, fire, and first responders” refer to public-impact and public-sector vehicular applications. Here, lives of many people are at stake: when multi-person public or private vehicles (auto, bus, train, subway, etc.)—or public-safety vehicles (police, fire, ambulance, etc.)—are not properly operated and/or if a vehicle is not properly maintained, trouble often results. Recent current events are replete with disastrous auto, train, and subway crashes. These are often caused when inattentive, negligent, or abusive driver(s), engineer(s), or operator(s) are not properly paying attention to their jobs and/or improperly controlling operation of their vehicle(s). 
     FIELD OF THE INVENTION 
     The field of the invention is transportation safety. More particularly, the field relates to: (1) biometric (or other) identification, authentication, and “log-in” of enrolled drivers and vehicle operators; (2) the monitoring of “logged-in” driver and operator wireless activity to ensure their wireless (RF spectrum) emissions comply with one or more applicable or mandated Transportation Safety Policies (“TSP”); (3) enabling operation of governed vehicles so long as drivers and operators comply with TSPs; and (4) logging, reporting, alarming and remediating at any time necessary and/or as predetermined, whenever unauthorized emissions are detected. 
     More particularly, the invention finds excellent applications when deployed with vehicles engaged in public transportation, public safety, common carriage, police or fire, and/or public rental or lease applications. Ideally, where public transportation is concerned, it can be helpful to reduce risk and provide monitoring systems, apparatuses, methods, and modalities to better ensure that drivers and/or operators, certain passengers, and certain automobile, truck, bus, subway and train operators obey restrictions on wireless emissions while “on-duty”. 
     OBJECTS OF THE INVENTION 
     It is a primary object of the invention, to promote transportation safety. 
     It is another primary object of the invention, to establish and promulgate at least one or more Transportation Safety Policies (TSP) to promote and ensure driver and/or vehicle operator compliance with safety rules associated with “on-duty” wireless emission restrictions, emission privileges, or emission preemptions or proscriptions. Transportation Safety Policies applying to “on-duty” wireless use can originate from public sector regulators (e.g., police, FCC, local, state, and/or federal governments), and/or from commercial sector regulators (company executives, administrators, security forces, etc.). “Sanctions” can be applied when policies are violated, (based on the gravity of emission transgression). 
     It is a related object of the invention, to monitor, detect, log, report, trigger alarms and/or encourage remediation procedures, whenever RF spectrum emissions within a predefined vicinity of authenticated and “logged-in” drivers, particularly those operating in service and in positions of trust (e.g., when human life or great monetary values are at stake). This especially applies when drivers or operators are “on-duty” in common carriage, or serving aboard public conveyances wherever people are and/or wherever valuable or dangerous cargo is transported. 
     It is another related object, to monitor RF spectrum emissions and detect and report “RF spectrum emission anomalies” (i.e., TSP violations and/or unauthorized emissions) of wireless devices in the immediate vicinity, work area, or within a predefined proximity of authenticated drivers and/or vehicle operators in commercial transportation service, or wherever RF emissions must either be restricted, limited to emergencies, and/or where radio silence, radio interference, and/or radio minimization needs require partial or total ban on emissions. 
     Yet another related object is to provide for initiation of mitigation or remediation procedures when spectrum emission anomalies are detected, if they are sufficiently serious to require same. A directly-related object is to provide a TSP framework for evaluating and classifying all spectrum emission anomalies for the purpose of record-keeping and for determining reporting, alarming, and escalation priorities. 
     It is another related object to provide a real-time monitoring function which will assist enforcement of rules associated with wireless device usage while a vehicle is underway and making way under control by at least one of an authorized driver and/or operator. 
     SUMMARY AND OVERVIEW OF THE STATE OF THE ART 
     Inventions disclosed are typically deployed in managed fleet vehicles and/or single vehicles, for communication with Transportation Safety Systems (TSS) (monitoring equipment and personnel) administrating, supervising, or governing vehicle usage. The Transportation Safety Apparatus (TSA) devices are locally deployed in managed vehicle(s), and communicate to the TSS managed and operated monitored by the local and/or regional governing authority, according to local and/or regional Transportation Safety Policies (TSP). Transportation Safety Policies (TSP) are usually in force for many drivers of trains, busses, subways, trucks, car, and other public or monitored transportation applications. 
     Promoting transportation safety is a popular marketplace issue. Many products now address various aspects of transportation safety. Accordingly, the overarching primary object of the present invention is to promote transportation safety. More particularly, the apparatus of the present invention promotes transportation safety by monitoring and detecting RF spectrum emissions in the immediate vicinity of vehicle operators, and reports such emissions to a local onboard database and/or to one or more Transportation Safety Systems (TSS) in accordance with dictates of the local and applicable rules and regulations of one or more Transportation Safety Policies (TSPs). 
     The present invention is implemented most effectively and provides greatest benefits in large-scale managed vehicle management systems, where conduct of vehicle operators must comply with certain policies, rules, and limitations of a predefined TSP (e.g., restricting or banning cell phones, emailing, texting, and/or other wireless device usage in a driver&#39;s and/or vehicle operator&#39;s immediate vicinity) enforceable locally and/or by a Transportation Safety System. 
     Unsurprisingly, various features of the present invention are in the marketplace now (e.g., computers, security systems, ID systems using one or more biometric modalities, alarm systems, etc.). There are diverse transportation safety products now in the marketplace (e.g., engine speed governors) that restrict operator driving speed, as well as more sophisticated systems that detect location of the driver or operator and report the vicinity of the vehicle to administrators and security personnel that monitor the progress of their vehicles and/or the speed of their commercial vehicular activity. There are also other systems that monitor other status data via satellite or other telecommunications mechanisms. 
     In a semantic sense, “transportation safety” is a broad topic, but typical safety issues relate to controlling driving speed; the need to be aware of vehicles or persons immediately proximate to a driver/operator, (e.g., via onboard reverse-looking cameras); locks and keys to protect property by discouraging vehicle theft or peril, (e.g., Lo-Jack™, On-Star™, The Club™); providing personal ID biometrics via biometric ID systems; reporting of vehicle maintenance status via dashboard functions and/or alarms indicating vehicle events; etc.; “Breathalyzer™ and/or comparable systems (e.g., connected to the ignition for sobriety check); to mention a few. 
     Notwithstanding diverse transportation safety products already on the market that address diverse issues and needs, there appears to be no product on the market that monitors and detects RF spectrum emitted from the immediate vicinity of vehicle operators (e.g., cellphones, texting, email, and other wireless signals) and alarms and reports predefined exception conditions (“spectrum emission anomalies”) to a remediation system. 
     Accordingly, the present invention is disclosed herein. The invention is adapted for monitoring and detecting wireless spectrum emissions from vehicle operator control cars, the caboose, a locomotive engine, etc. The invention detects spectrum emissions and emission anomalies (unauthorized wireless transmissions) and reports to administrators, system managers, etc., via an alarming and reporting interface, to an oversight system, i.e., one or more Transportation Safety System(s) operating under one or more Transportation Safety Policies (TSP). 
     OTHER TRANSPORTATION SAFETY PRODUCTS KNOWN IN THE ART 
     U.S. Pat. No. 6,978,146 to Yardman appears to show a cell phone blocking device that precludes cell usage, due to transmission of a blocking signal. While this may be effective for eliminating cell usage for some applications, it is not optimal for creating a TSP enforcement system which monitors, detects, reports and alarms detected RF emissions. By contrast, the present invention can be unobtrusively engaged in monitoring and detecting RF emissions, without partially or totally blocking emissions. A product such as Yardman&#39;s could also be subjected to FCC scrutiny for blocking communications (absent FCC waivers). 
     U.S. Pat. No. 6,606,562 to Gifford discloses a self-monitoring vehicle alert and tracking device system and associated methods. This device appears to be a security and tracking system for monitoring the location and status of vehicles. The invention can estimate geographic location of a vehicle and the time period in which the vehicle is operated. If the vehicle is being operated out of a specified geographic range or a specified time period, then the system provides alerts to users thereof. If the system has been tampered with or its power source is low, then a signal can be sent to a home base unit, which is used to monitor or track the vehicle, indicating the appropriate condition. 
     U.S. Pat. No. 6,456,822 to Gofman shows another cell phone blocking device for preventing cell calls, within a given area. The invention blocks the control frequencies of the cell system within a given area. The invention broadcasts a blocking signal with a low power output to interfere with reception ability, signal decoding, and broadcasting. This prevents the handshake routine between the cell system and the cell subscriber within the local cellular system. 
     Again, like Yardman patent (above), the product may be useful but it takes a brute force technical approach, unlike the more flexible/less intrusive approach of the present invention. 
     U.S. Pat. No. 7,505,730 to Huang also disconnects communication between cell phones and cell tower within a certain range. This invention automatically turns off the jammer when there is an emergency in the area, but allows jamming to resume normally after the emergency is over. The present invention, however, appears to offer more options and flexibility, since it monitors, detects, and reports and/or alarms a predefined TSP enforcement system of RF activity and RF emission privileges, without destruction of any telephone call. 
     From the Authentication Perspective 
     Looking at transportation safety challenges from the perspective of inventions relating to cell phones and relating to operator and/or cell phone authentication, we find several patents which disclose authentication of a user, or a transmission, or a cell phone itself (or the invention fails to authenticate and fails to make a connection). 
     U.S. Pat. No. 6,219,793 to Li uses fingerprints to authenticate wireless communications. The user&#39;s fingerprint acts as a secret key in the context of a modified “challenge-response”-oriented security interface approach. 
     The system includes fingerprint capture on the wireless cell and a central authentication system coupled to a conventional mobile switching center. When a wireless communication is to be initiated, the central authentication system engages in a challenge-response authentication through the common air interface. Authentication succeeds when user fingerprint authentication matches information from the central authentication system, and only calls placed from authorized users are connected. This invention may be useful in its preferred embodiments and in its targeted applications, however, it makes no provision for monitoring and detecting RF emissions for the purpose of ensuring that authenticated operators are complying with TSP-mandated restrictions (e.g., RF emissions restrictions or limitations). Authentication in the present invention is not only for ID purposes, but also to startup monitoring/detection “system-wide”, ensuring operators comply with TSP. 
     Although other patent applications in the art may have combined one or more of the foregoing features, preliminarily, it appears there is no disclosure of a wireless authentication device for biometrically authenticating vehicle operators and for monitoring and detecting RF emissions in the immediate area of the vehicle driver/operator. 
     BRIEF SUMMARY OF THE PRESENT INVENTION 
     The invention disclosed provides an Transportation Safety apparatus (TSA), a Transportation Safety method, and the integrated Transportation Safety System (TSS) to ensure non-repudiation of driver and vehicle operator identification, authentication, and authorization by biometric or other reliable means; to ensure continuous compliance with spectrum emission restrictions of predetermined Transportation Safety Policies (TSP) by monitoring and detecting emissions of logged-in, “on-duty” drivers; to provide transmission of exception data and control information between and among said apparatus and at least one Transportation Safety System (TSS); and a TSS remediation procedure. Accordingly, drivers and affected operators are encouraged to refrain from unauthorized wireless spectrum emissions while “on duty” to promote safety. For the purposes of this application, “unauthorized emissions” involve transmitting and receiving cellphone signals, and wirelessly emailing, texting, and emissions that are restricted by Transportation Safety Policies (TSP). 
     The apparatus, method, and system of the invention allows vehicle operations management and/or security and administrative personnel, to ensure and enforce that drivers and vehicle operators comply with “on-duty” emission restrictions for vehicle operators as predefined in local Transportation Safety Policies (TSP) and as enforced by a TSP enforcement system. 
     The safety apparatus (TSA) of the present invention, using the method of the invention, reports detected RF spectrum emissions to the safety system (TSS) of the invention. Effectively, the TSA apparatus, via the method, reports RF spectrum emissions to a TSS database, and also reports certain predefined types of spectrum emissions (aka, “spectrum emission anomalies”) not complying with TSP, via an alarming and reporting circuit that further reports to a TSS-based or locally-based remediating function. All are governed and managed by a central and/or distributed vehicle and vehicle operator TSS management system, all operating under the governance of the “Transportation Safety Policies” authority (TSP governance system). 
     The present invention is particularly suited for ensuring vehicle operator compliance with local transportation safety policies (TSP) as customized, installed and deployed in a defined TSP application area (one or more individually-defined TSP areas). 
    
    
     
       DESCRIPTION OF FIGURES &amp; REFERENCE NUMERALS 
       Overview of Figures 
         FIG. 1 , Typical Location of a Transportation Safety Apparatus (TSA) Unit in a Train 
         FIG. 2 , TSP System Overview 
         FIG. 3 , Cell Phone Transmission Energy Detector 
         FIG. 4 , Example of a Remediation Table as part of a Transportation Safety Profile 
         FIG. 5 , Biometric ID Authentication Device for “Log-In”, Monitoring, and Detection 
         FIGS. 6A  &amp;  FIG. 6B : obverse (driver&#39;s side) &amp; reverse (windshield side) of Safety Apparatus 
         FIGS. 7A  &amp;  FIG. 7B : show the insertion of an external biometric identification device into a fixed Transportation Safety Apparatus adapted for receiving that device 
     
    
    
     REFERENCE NUMERALS 
       FIG. 1 , Typical Location of Transportation Safety Apparatus 
     
         
           100  Commuter train or subway with the operator/driver control area in front 
           102  Operator/Driver cab (e.g., front-most car on a train or subway) 
           104  Operator seating area (where train or subway is controlled and monitored) 
           106  Operator and/or Driver control console area 
           108  Transportation Safety Apparatus mounted in operator control area  106   
           110  Radio link to supervisory center(s) and/or Transportation Safety System(s)
 
 FIG. 2 , TSP System Overview
 
           200  Multiple trains/vehicles linked to Transportation Safety System(s) via satellite 
           202  Satellite data link including radio links to satellite  202  (or other data sinks/sources) 
           204  Satellite ground station, e.g., up &amp; downlink to/from Transportation Safety System(s) 
           206  Computerized train control &amp; database with links to Transportation Safety System(s) 
           208  Transportation Safety System, with links to fleet(s) &amp; other Transportation System(s)
 
 FIG. 3 , Cell Phone Transmission Energy Detector
 
           300  Cell Phone (and/or other wireless electronic device) Detector Equipment 
           302  Cell Phone (and/or other wireless device) in Driver&#39;s/Operator&#39;s designated area(s) 
           304  Antenna to detect the presence of wireless electromagnetic transmissions 
           306  Circuit to amplify and detect radio signals within all designated frequency bands 
           308  Circuit to provide and output proportional to the transmission energy detected 
           310  Adjustable setting to match output when the transmission is within the operator&#39;s cab 
           312  Comparator circuit(s) signal if RF energy detected exceeds Threshold Level(s) 
           314  Microprocessor Circuit to Perform Table Lookup and Remediation as applicable 
           316  Radio transmits signal to Transportation Safety System if alert priority warrants
 
 FIG. 4 , Example of a Remediation Table as Part of a Transportation Safety Profile
 
       
    
     No reference numerals needed to describe the event look-up table. 
       FIG. 5 , Version  1 , Device for Biometric Identity Authentication (Non-Repudiable “Log-in”) 
     
         
           500  Transportation Safety Apparatus (TSA) enclosure containing electronic components 
           502  Biometric Fingerprint Reader using a “Fingerprint Swipe Sensor” Interface 
           504  Card Reader using a “Card-Reader swipe interface” (e.g., using a magnetic stripe sensor, contact swipe sensor, proximity card sensor, and/or smartcard reader) 
           506  Indicator Lights: Shown are 2 Light Emitting Diodes (e.g., one Green, one Red) 
           508  Mounting Area: Shown are 4 fittings for bolting the device onto console or dashboard
 
 FIGS. 6   a  &amp;  6   b : Obverse (Driver&#39;s Side) &amp; Reverse (Windshield Side) of Safety Apparatus
 
           600  Case mounted on console or dashboard 
         602 Fingerprint swipe sensor interface 
           603  Console or Windshield mount, fingerprint reader inserted (or entire assembly is one-piece) 
           604  Indicator Lights (shown: 2 LEDs, e.g., red LED and a green LED) 
           605  View of open device showing main components (device shown with back cover removed) 
           606  Signals to Indicator Lights 
           607  Processor w/memory (fingerprint sensing, user profile enforcement); solid state alarm relays ( 607  may comprise an internal processor and/or may comprise an “onboard-the-auto” processor) 
           608  Cell phone energy transmission detector circuit; cell phone reporting link (see also  FIG. 3 ) 
           609  Cell phone detector antenna (also may be used as external cell phone link antenna) 
           610  Connection to optional fingerprint scanner (shown as  502  on top view of Figure) 
           611  Attachments for printed circuit board (not shown) on which components are mounted 
           612  Mounting points to dashboard, windshield attachment or vehicle frame 
           613  Cable to alarms and engine controls or to vehicle network
 
 FIGS. 7A and 7B 
 
           701   7 A shows Version  2  front side (facing driver) 
           702   7 B shows a USB Fingerprint Identification Device, inserted into USB female interface  703   
           703  USB female interface for receiving male USB plug from Fingerprint Identification Device 
           704  Two Indicator Lights (shown are a red and a green LED) 
           705   7 B shows Version  2  with a Fingerprint Identification Device (FID) inserted 
       
    
     DETAILED DESCRIPTION OF THE INVENTION 
     
       FIG. 1 
     
     Turning now to  FIG. 1 , a picture of train  100  and the driver and/or operator&#39;s engine car  102  (the operator control car) is shown. A car or cab  102  is shown, but any car in the train can serve as a designated control area. Car  102  is generally the duty location of driver and/or operator seating or standing area  104  (operator is not shown). Generally, a duty and control location is in the front-most end of a subway or train (or at the front of a bus, car, truck, etc.). More generally, a control area  104  can be deployed on any vehicle subject to one or more sets of Transportation Safety Policy rules, without defeating purposes of the invention. The actual operator control console and driving controls  106  (not shown) are mechanisms (steering, braking, accelerating, etc.) which the operator uses to control the locomotion of engine car  102 . Mounted in control area  104  and console area  106  are one or more Transportation Safety Apparatuses  108 , i.e., TSA device(s)  108  (block drawing shown) is mounted on and connected into the controls on console  106 . Radio communications link(s)  110  (not shown) carry discrete and/or continuous communications signals to remote and/or local supervisory operators at a Transportation Safety System operations center and/or other TSP enforcement system supervisory center. 
     
       FIG. 2 
     
     Now referring to  FIG. 2 , an overview of an entire TSP enforcement system is shown. The system as a whole includes one or more governed and monitored vehicles, each with one or more Transportation Safety Apparatus devices  108  deployed; wired and/or wireless communication links including end-to-end signal processing: here, radio links; a satellite and a ground station; intermediate up and down link equipment; connections to computers with databases comprising Transportation Safety System(s). 
     The overall TSP enforcement system shown depicts an integrated system of hardware, software, database(s), network resources, etc., in combination adapted to provide an overall “TSP enforcement system”. A TSP enforcement system as a whole can be centralized and/or distributed. Such a system can be specified, managed, operated, and enforced by supervisors or managers (systems administrators, owners, etc.) to ensure that authorized vehicle operators are following dictates of predefined TSP spectrum emission policies. A TSP enforcement system can be configured as an autonomous enforcement system and/or as a networked enforcement system which allow oversight control over one or more trains, subways, busses, and/or other vehicles subject to enforcement oversight. 
     Here, a vehicle of interest—train  200 —is shown monitored by means of a satellite communications uplink/downlink circuit(s) on satellite  202 . Satellite  202  is further connected wirelessly (or via a combination of wireless and terrestrial circuits) via satellite ground station  204 , and via computerized train control computers and circuit interfaces  206 , to a Transportation Safety System  208  located at an operations center. 
     The communications links from the one or more Transportation Safety Apparatuses  108  are conveyed to at least one Transportation Safety System  208  at one or more operations center. The system is fully scalable, from a unitary system (one device  108  at an autonomous vehicle), to a very large system with thousands or more Transportation Safety Apparatuses and dozens of Transportation Safety Systems at multiple operations centers. 
     At the Transportation Safety System  208 &#39;s operations center, TSP enforcement system personnel (supervisors, administrators, etc.) are able to receive data from train  200 , indicating either train  200 &#39;s operator compliance or non-compliance with applicable TSP restrictions. At center  208 , resides one or more database repositories wherein resides the system-specific TSP spectrum emission policies. 
     An alarming and reporting circuit reports to center  208  when the installed TSP enforcement device  108  on train  200  detects spectrum emission anomalies emanating from authorized vehicle operators (or anomalies emanated from devices of other persons in the presence of said authorized vehicle operators and the control console) when they are on duty. Each vehicle installation cab site-based apparatus further comprises one or more of a local operator biometric authentication apparatus which also monitors for wireless spectrum emissions emanated from the immediately proximate area where the authenticated vehicle operator is working. 
     
       FIG. 3 
     
       FIG. 3  depicts an electronic component block diagram, an overview drawing of enabling components of Transportation Safety Apparatus  300 , the apparatus of the invention. Here, a cell phone  302  is shown transmitting electromagnetic energy in the proximity of the driver&#39;s and/or operator&#39;s control area and a deployed Transportation Safety Apparatus  108 . The cell phone  302  transmissions are detected and received by device components  300  installed within a deployed Transportation Safety Apparatus  108 . Components  300  enables local monitoring and detecting of electromagnetic energy of proximate wireless devices by Apparatus  108 . This is the peripheral work of Transportation Safety Apparatus  108  and such is the mission of the overall TSP enforcement system including one or more Transportation Safety Systems and associated operations center. TSA Apparatus  108  using its electronics  300  ultimately reports (via satellite  202 , ground station  204 , and via a complex of up/downlink equipment  206 ) to a Transportation Safety System operations center  208  of  FIG. 1  (when, as, and if needed, based on details of Transportation Safety Policies chosen for enforcement by the Transportation Safety System of the overall TSP enforcement system). 
       FIG. 3 , component block  300  shows basic high-level functional components (i.e., hardware and software) of the Transportation Safety Apparatus  208 , to with:
         A biometric authorization subsystem (not shown) including one or more biometric authentication modalities for verifying ID of an operator (e.g., a fingerprint biometric sensor);   Device-front-end antenna  304  for detecting wireless RF transmissions;   Means for detecting cell phone and/or other wireless transmissions and power levels. (cell phone band discriminator  306 , cell phone transmission energy detector  308  to detect RF waves from cell phones, texting devices, etc., and variable detection level device  310  for detecting energy levels);   Comparator  312  for comparing detected RF phenomena to known phenomena and/or flagging restricted transmissions to be logged and/or reported via an alarming and reporting interfaces to the center  208 ;   Various other components and interfaces as needed and/or as custom-configured, to make the apparatus of the TSP enforcement system complete, depending on its complexity, other electronic computers, components, databases, etc., are included as needed; and   Microprocessor  314  performs table lookup and initiates alarming and reporting signals as needed, to begin remediation by initiating signals to center  208  when it has been determined that signals must be sent to the center  208 .   Microprocessor  314  feeds signals to a radio  316  for communicating data and information to the TSP enforcement system center  208 , to inform center  208  of exception conditions or other flag conditions.       

     Although other biometrics can be used to authenticate authorized operators for driving, the preferred embodiment of the invention is best served by implementing fingerprint biometric authentication of prospective vehicle operators. 
     After successful authentication of a vehicle operator, several actions take place: First, the RF spectrum emission monitoring and detecting subsystem is actuated. Secondly, a motor- or engine-enabling signal is initiated and starts up the vehicle by means of enabling interface subsystem. Simultaneously, the time of vehicle operator authentication is stored in memory, as part of the day&#39;s record of authentication events and detected spectrum emission events. 
     The monitoring and detecting begins after successful biometric authentication of a vehicle operator. Once the vehicle operator has been authenticated and emission monitoring begins, then the vehicle is enabled, started up, and can operate normally. 
     Apparatus  300  interfaces with alarming and reporting means that can be connected to center  208 , as needed. Also, apparatus  300  stores data in its own memory, in case the connection with the TSP enforcement system fails, or is interrupted and/or a store-and-forward relay is required. Apparatus  300  also includes the vehicle-enabling interface subsystem (not shown). Once authentication is successful, the operator is allowed to start up and operate the vehicle and proceed as required. 
     
       FIG. 4 
     
       FIG. 4  represents a simple look-up table which compares detected spectrum emission events with TSP requirements and in accordance with dictates of the TSP enforcement system. Parametric specifications of system variables are provided by the system owner, security administrator, fleet manager (i.e., those with policy making and policy enforcing responsibilities). Each system likely differs, depending on the needs and requirements of the system owner(s). Some systems may have the same variable definitions, however, they would most likely be representative of a large homogenous system which implements their governance features equally. 
     
       FIG. 5 
     
     The  FIG. 5  depicts Version  1  of the apparatus of the invention implemented with one preferred enclosure  500 . This version is also known as the “Smartcard version” of the invention. This can be implemented with or without a fingerprint swipe sensor, but common practice is to provide for both a smartcard interface and a fingerprint swipe sensor interface. 
     This Version  1  is implemented with a fingerprint swipe sensor  502  as well as a smartcard reader interface  504 . 
     The instant figure shows integral fingerprint swipe sensor and smartcard insertion interface, however, either or both interfaces are implemented depending on user specifications. The Version  1  of the invention is particularly adapted for dashboard or console mounting, and generally comprises a “permanent” installation. 
     The Version  1  is adapted for bolting onto the operator&#39;s or driver&#39;s control machinery area of the governed vehicle. There are also shown indicator lights  506 . Here shown are a left and a right side Light Emitting Diode, the left is a green LED, and the right is a red LED. More or fewer LEDs or indicator lights can be implemented as specified. Bolt holes  510  are through-hole apertures which can receive 4 bolts (as shown) for bolting the apparatus  500  onto the dashboard or console, so it is fixed in place and always remains where installed. 
       FIG. 6A  and  FIG. 6B   
     Shown in these figures, is the Version  2  form factor enclosure  600  of the apparatus of the present invention. This version is also known as the Version  2 , RFID style, because and RFID interface is implementable as an option in Version  2 . This form factor enclosure  600  is typically mounted onto a windshield. Comparing and contrasting, Version  1  and Version  2  perform essentially the same functions. They monitor vehicle activity and operations; detect emissions; log-in operators/drivers; and report to a Transportation Safety System as needed and/or as predetermined. As stated in  FIG. 5  above, Version  1  enclosure form factor  500  is adapted to be interfaced either by a fingerprint swipe and/or via smartcard insertion and/or contactless card interface. As shown in  FIGS. 6A ,  6 B,  7 A, and  7 B, Version  2  is windshield mounted, e.g., via a suction cup interface or by glue-on to the windshield. The Version  2  is generally interfaced with a separately-provisioned external fingerprint identification device (FID) with a fingerprint swipe sensor integral thereto (see also U.S. Pat. No. 7,480,637 to the same inventor, undersigned). 
       FIG. 6A  shows the Version  2  from the front, when an external interface device is plugged into its USB port (RFID and/or biometric identification is used).  FIG. 6B  shows the Version  2  from the rear, with the back cover removed to reveal the enabling components. There is shown Fingerprint Identification Device (FID)  602 , an external device. Device  602  in the instant embodiment, is slid in and inserted into interface dock  603  and the USB female plug interface  603  at the end of dock  603 . Indicator lights  604  are shown in a pair of two LEDs, one green and one red in color. Other colors can be used and more or fewer lights can be used. In  FIG. 6B , there is shown the reverse side of the device, with the back cover removed. Shown therein is the area where signals are connected into the indicator lights, coming from the processor. 
       FIGS. 7A and 7B  show another picture of Version  2  of the invention, which is also shown separately in  FIGS. 6A  (FID inserted) and  6   b  (rear cover removed). This is a Version  2  of the invention which uses an external interface device, a biometric fingerprint sensor aboard the external identification device (see also U.S. Pat. No. 7,480,637 to the same inventor, undersigned). Comparing and contrasting,  6 A/ 6 B with  7 A/ 7 B:  FIG. 7A  shows the bare interface  703  for the insertion of an external biometric identification device  702  thereinto. Device  702 , an external device, includes an integral swipe sensor. Device  702  allows the driver or operator to authenticate onboard the device  702 , instead of on the Version  2  enclosure  701 , itself. Depending on the implementation details, the driver or operator will be prompted to authenticate prior to insertion or after insertion, or both. The biggest operational difference between Version  1  and Version  2 : Version  1  calls for onboard authentication of the driver/operator, integral to the device. A smartcard may or may not be used in Version  1 . Version  2  calls for external authentication of the driver/operator. One thing in common adaptable to Version  1  or Version  2  of the device, is that a contactless interface can indeed be implemented on either, if so specified. 
     There is no figure provided to illustrate the “Vehicle Operating System” innovation and interface of the present invention. This is a straightforward electrical and/or electromagnetic interface (hardwired and/or radio transmission and reception between the Transportation Safety Apparatus). Notwithstanding, given that virtually all vehicles have a centralized and/or distributed electrical system which operate within the vehicle and in concert with mechanical and/or other systems and subsystems of the vehicle, the innovation of the instant invention is to hardwire and/or wirelessly connect the Transportation Safety Apparatus of the present invention directly into the centralized and/or distributed electrical system(s) of the vehicle (car, engine, subway, bus, train locomotive, airplane, etc.). 
     Effectively, the primary function of the Transportation Safety Apparatus as relates to the electrical system (aka the Vehicle Operating System or VOS, which includes computerized controls present in most all recent automobiles and other vehicles), is to interrupt and/or interfere or intercede in the operation of the vehicle in the event that the vehicle does not adhere to the requirements and restrictions of the applicable Transportation Safety Policies. For example, a transgressing vehicle (e.g., wherein the vehicle driver is making unauthorized cell phone calls outside of the work routine) could be stopped dead in its tracks, if the Transportation Safety Policies so require: the Vehicle Operating System could literally shut off the vehicle engine&#39;s or motor&#39;s operation. More likely, the detection of the unauthorized transmission (detected cell spectrum emission event anomalies) will be recorded, logged and/or possibly flagged as urgent risk and sent to the Transportation Safety System which is the governing automation authority implemented by the owners of the system, which executes the instructions provided in the Transportation Safety Policies that apply. The medium of detection is the Transportation Safety Apparatus located in the control area(s) of the vehicle. 
     Currently, auto or train vehicle operating systems are dominated by “telematics” applications and by “information/entertainment/media” (aka, “infotainment”) applications (these appellations seem to originate from Microsoft and other data-oriented companies providing software environments). Such applications also arise from writings, experiments, tests, and implementations of entertainment, information, emergency, and alarm systems offered by traditional US car manufacturers (General Motors, Ford, Chrysler) and from Asian car manufacturers. Development of such systems is well known in the art and is expanding such that electronics-information-media driven environments for automotive applications—including navigation/GPS systems—are becoming commonplace. Other well-known systems for emergency and alarming and communications applications were pioneered by General Motors “OnStar™” and others. The VOS of the current invention is an extension of the concept of vehicle operating systems, to with: the innovation of the present invention includes the monitoring of predetermined “spectrum emission events/anomalies” which are determined to be loggable and/or reportable to a Transportation Safety System, by means of the apparatus of the invention, the Transportation Safety Apparatus. The monitoring of spectrum emission events and anomalies is to be in accordance with one or more applicable Transportation Safety Policies. 
     The preceding disclosures were provided as a general overview and one detailed discussion of one of the best modes of the invention. There are many other possible modes of implementing the invention beyond those specifically discussed in this application. These different implementations may use different biometrics other than fingerprint sensors; different microprocessor(s); different foci for detection and reporting; etc. It is assumed that anyone relatively skilled in the art can see the other different way the present invention can be implemented, without departing from the basic theme of the invention.