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These modal leads were also SMEs who identified developing Table 2-1 lists the variety of Intelligent Transportation Sys-
technologies from a variety of sources. (NOTE: while this tems (ITS) sensor or field device technologies from that arti-
research has much in common with the Section 2.3.1 Litera- cle and their utility in Pre-Terrorist and Post-Terrorist Attack.
ture Review, the distinction is that the Literature Review was This information represents detection and response capabili-
carried out by library experts using designated terms to search ties for a certain type of Hazmat security concern.
selected databases chosen for their transportation-oriented The April 2005 FMCSA Hazardous Materials Serious Crash
compilations; SME research was based more on finding or Analysis: Phase 2 Final Report (35) was a useful preliminary ref-
recognizing information relevant to the objectives, whether erence for Hazmat safety information. A researcher involved
transportation-related or not.) Among the SME Research in this analysis summarized the causes of spills for Hazmat
resources were a number of online Internet sources, includ- motor vehicles shown in Table 2-2 (NOTE: this research did
ing periodic newsletters going back to January 1, 2007. One not involve other modes such as trains and barges). The first
of these is the TRB's E-Newsletter published weekly (23) and two columns (causes and data) are from the report. The third
accessible through the TRB website's publications drop-down column (potential technologies) was developed for the team's
(24). Another valuable source that often had links to articles on consideration based on SME experience. Some of these tech-
emerging technologies was the Transportation Communica- nologies listed are already being developed and were valid
tions Newsletter (25), published each workday. Other newslet- candidates for the research in HMCRP Project 04.
ters included the ITS International monthly E-newsletter (26),
the "ERTICO" ITS Europe eNewsletter (27), the Institute for 2.3.5 Screened Research List
Electrical and Electronic Engineering (IEEE) Intelligent Trans-
portation Systems Society Newsletter (28), and periodic news- Initial research findings consisted of 917 literature review
letters from the Department of Homeland Security (DHS) abstracts, 188 patent abstracts, 34 interviews, and considerable
SME research. These findings were subsequently screened for
Lessons Learned Information Sharing (LLIS) site (29).
those of greatest apparent significance to the objectives of the
The magazines Thinking Highways and ITS International
project. This screening resulted in a list of 174 technology
were reviewed for relevant content. One interesting find as
entries, which included some redundancy. Each entry included
a research tool was the website for the Transport Research
information on the following:
Knowledge Centre (TRKC), a project of the European Com-
mission's Directorate General for Energy and Transport. This
· Type of source
organization has as its primary aim to disseminate and pro-
· Technology in terms of both a need and a solution
mote the results of transport research, stimulating knowledge
· Transportation mode(s) with which it is associated (high-
transfer within the European Research Area (ERA) (30).
way, rail, maritime, air, and pipeline)
The Massachusetts Institute of Technology (MIT) Technol- · Technology category (personnel, conveyance, cargo, back
ogy Review publishes an annual list of "10 Most Promising office, public sector, and infrastructure, with subcategories
Emerging Technologies" (31), generally released in November. in the last three)
Two of the research team's most promising technology selec- · Safety and security role
tions appear in these lists, one from the 2009 and one from the · Functional requirements
2008 issue. The Association of American Railroads (AAR)
Transportation Technology Center, Inc. (TTCI) (32) is a source The screened research list became the basis for carrying for-
of much valuable and interesting information on rail tech- ward a manageable number of technologies into the selection
nologies and ongoing research. The National Transportation process of Task 2.
Safety Board (NTSB) maintains a "Most Wanted Technolo-
gies" website (33), including links to specific technologies for
different modes. 2.4 Details of Task 2: Develop
SME research was conducted at conferences such as the 2008 Criteria for Selection of Most
and 2009 TRB Annual Meetings of the Hazmat Committee and Promising Technologies
individual Hazmat presentation sessions and at the 2008 Ohio Given the very large numbers of technologies that could
Hazmat Teams Conference. More than 150 SME research potentially be considered, the team recognized that a struc-
items were part of the research resources, many of which were tured, logical, analytic, traceable approach was needed. This
online articles. approach would be used to seek, identify, collect information
One source useful to the preliminary understanding of secu- on, prioritize, and down-select candidate technologies to arrive
rity technologies was the November/December 2007 issue at the final list of most promising emerging technologies.
of Thinking Highways, which featured an article entitled, "Pre- The following information provides details on the research
ventive Measures, ITS Role in the War on Terrorism" (34). approach that was followed.
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Table 2-1. ITS technologies applicable to pre- and post-terrorist attack.
ITS Sensor or Other
Pre-Terrorist Attack Post-Terrorist Attack
Field Device
Damage Assessment, Evacuation Route Surveillance,
Closed-Circuit Television
Suspicious Activity Assistance in Attack Area, Security Surveillance, Post-
(CCTV) Surveillance
Attack Assistance in Identifying Terrorist
Vehicle Transporting Hazmat
Hazmat Possible Identification of Attack Agent Used
Detection/Location/Reporting
Video Identification System Suspicious Vehicle Activity Evacuation Route Surveillance
(VIDS) Detection/Location/Reporting Congestion Statistics/Evacuation Progress Reporting
Vehicle Detection Sensors
Supports in Determining Evacuation Route Congestion
(Radar, Microwave, Infra- Detection of Unauthorized Vehicle Entry
and Speed (Evacuation Progress)
red, Acoustic, etc.)
Road Weather Information Weather Conditions Impacting Weapons of Mass
Initial Conditions
System (RWIS) Destruction (WMD) Plume Propagation Prediction
Detection/Identification/Location Report of Post Attack/Assistance in Identifying Terrorist Vehicle and
Video License Plate Readers
Vehicle of Interest by Homeland Security Identity
Seek Citizen Assistance in Locating a
Dynamic Message Sign Evacuation Messaging to Citizens on Corridors
Suspicious Vehicle Identified by DHS
Allocation of Lanes to Evacuation; Closing Vehicle Access
Reversible Lane Signs No Assistance
to Areas
Special Routing for Special Events in Support Dynamic Establishment of Appropriate Evacuation Routes
Electronic Pathfinder Signs
of Enhanced Surveillance Based on Attack Locations and Pluming
Traffic Signal Controllers No Assistance Central Control of Evacuation Route Signalization
Commercial Vehicle Possible Support in Apprehending Illegal
Identification of Vehicles Authorized to Support Evacuation
Electronic Tag Transport of Hazmat
Public Works and Police Possible Manual Sighting of Suspicious Activity Tracking and Digital Management of Vehicles Associated
Vehicles and Reporting to DHS with Post-Attack Response and Emergency Evacuation
Automatic License Plate Read/Check Resulting Local/Video Supporting Evacuation
Police Vehicle Cameras in Possible Detection/Reporting of a Vehicle of
Interest to DHS Attack Site Security Management and Coordination
Security Sensors around Possible Early Detection of Suspicious Activity
Post-Attack Securing of Critical Infrastructure
Critical Infrastructure around Critical Infrastructure
Source: Preventive Measures, ITS Role in the War on Terrorism, Thinking Highways, November/December 2007, with permission of the author.
2.4.1 Overview of Technology nologies that were cross-cutting (from a modal standpoint)
Selection Process and intended these selections to be possible tie-breakers, not
technologies to over-ride the choices of the modal leads. The
After basic data on emerging technologies were gathered modal SMEs' and PI's findings were given an internal peer
and compiled, the team used a systematic analysis approach review.
to down-select the short list of most promising emerging The steps shown in Figure 2-1 end with selection of the most
technologies from the universe of technology candidates. The promising emerging technologies. After the preliminary list of
following six steps illustrated in Figure 2-1 describe the most promising emerging technologies was generated, several
approach used to select the most promising technologies (i.e., external peer reviewers were asked to evaluate the findings and
those that have been identified to receive more detailed exam- comment on whether they found the research to be valid and
ination in the succeeding phases of the HMCRP Project 04). its conclusions supported. The peer review results appear in
Each step in this process is described in the following sub- Appendix E.
sections. A more detailed and thorough explanation of the
technology selection process for each mode is described in
Appendix D. 2.4.2 Define the Functional Requirements,
Section 2.3.4 mentioned that the team had a designated Technical Capability, and Market
lead for each of the five transportation modes who served as Adoptability for Each Mode
a SME for the technologies involved with that mode. These 2.4.2.1 Functional Requirements
modal SMEs worked in conjunction with the principal inves-
tigator (PI) who also conducted SME research, some of which The project's research methodology was based on perform-
was on technologies outside of those generally associated ing a modal functional requirements evaluation, resulting in
with transportation. In addition, the PI identified tech- a gap rating and aimed at deriving criteria by which the list of
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Table 2-2. Major causes of truck crashes with Hazmat spills
and potential technologies.
"Causes" of
Data Potential Technologies
Hazmat Spills
Rollovers Only about 22% of serious Simulator to train drivers in negotiating curves
crashes but 88% result in properly
spills. Electronic braking system to apply differential
braking when negotiating a curve
Computer system to record driver speed and
steering wheel movements
Technology to warn driver when cargo center of
gravity is shifting
System to wake driver when he/she is about to
doze
Impaired drivers Impaired drivers have a System to wake driver when he/she is about to
considerably higher spill to doze. Could include light-emitting diode (LED)
crash rate than unimpaired with blue light or alarm system triggered by a
drivers--30% compared with nodding head
15%. Drivers under the Ignition lock system that screens drivers for
influence of alcohol had alcohol
about a 50% rate. National driver database that provides driver
data for such conditions as sleep apnea which
may affect driver performance if untreated
Enhanced GPS technology to monitor driver
location and ensure he/she does not exceed
hours of service
Young and Spills occur in 20% of all Use a technology to monitor driving patterns
inexperienced serious crashes, but for such as speed turn angles, braking. Develop
drivers have a drivers with 3 years of training using simulators to correct problems
higher crash rate experience or less the rate is before a crash results
30%. Young drivers, 18 to Use tracking technology and instrument sensors
24, had the highest to more closely monitor young and
percentage of their crashes, inexperienced drivers
32%, result in spills. For Use training vehicles equipped with warning
drivers 45 to 54, 15% of the technology to alert a new driver to reckless or
crashes resulted in spills. unsafe actions
Two lane and On divided highways, there Use sensor technologies such as sonar and
non-divided are 15 spills per 100 crashes video to identify vehicles close to the truck
highways are but on un-divided highways Use technology to transmit speed limit changes
less safe than there are 20 spills per 100 (such as on a curb) into the cab and announce
divided highways crashes. changes in LED display or by voice command
Use sonar or radar to identify vehicles during
poor visibility conditions such as those
associated with smoke and fog
Use sensors to transmit ice/temperature on
bridges and overpasses into the cab and notify
announce in LED display or by voice command
Use ITS technology to warn drivers on un-
divided highways of problems ahead
Source: Columns 1 and 2 adapted from FMCSA Hazardous Materials Serious Crash Analysis: Phase 2 Final
Report, April 2005.
most promising emerging technologies could be selected. A Whenever dangerous Hazmat cargo is transported from
set of eight generic functional requirements was defined along one point to another (e.g., origin to destination), a number
with three others that apply to certain modes. The functional of requirements would ideally be satisfied for the Hazmat
requirements are described in the following subsections, and to be safely and securely transported. These requirements
the detailed functional requirements and attributes that the apply regardless of whether the cargo is in constant movement
team tailored to each mode are provided in Appendix D. or stops while enroute. As defined, these requirements are func-
The following definitions were generated primarily to tional in nature even though in name they may appear to be
provide guidance, clarity, and consistency for the functional tied to regulatory compliance.
requirements evaluation. The definitions helped document Each transportation mode under consideration (i.e., high-
the approach followed by the team. way, rail, marine, air, and pipeline) was defined as having a
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Research Technologies
Screen Technologies
Extract Screened Technologies
for Each of Five Modes
Define Functional
Requirements for Each Mode
Evaluate Ability of Mode to Satisfy Technical Capability Need and Functional Requirement
Functional Requirement Market Adoptability Need Gap Rating
Modal Activity Level and
Determine Modal Risk Mode Importance Rating
Serious Consequence Potential
Establish Functional Requirement
Functional Requirement Gap Rating
Technology Development Priority
and Mode Importance Rating
for Each Mode
Determine Technologies by Need
and Priority
Break Out Technologies by
Importance
Select Preliminary Most Promising Finalize Most Promising
Emerging Technologies Peer Review
Emerging Technologies List
Figure 2-1. Process for selecting most promising technologies.
complement of functional requirements associated with that conditions. Capability also exists to sense operator per-
mode. Intermodal aspects were considered within the context formance degradation due to fatigue, acute health prob-
of each transportation mode involved. Public sector aspects lem, substance abuse, etc., and alert the operator and
such as emergency/incident response and regulatory compli- back office to this situation.
ance were also considered within the context of each trans- D. Hazmat Commodity Identification--Ability to identify
portation mode. the cargo being shipped either in person or via remote
Pipeline is clearly different with regard to the terms "vehicle, access.
cargo, and operator," but for consistency those terms are E. Communication--Vehicle operator and back office have
retained. The functional requirements that apply to all modes two-way communication capability at all times.
(with one pipeline-related exception noted) were defined as F. Tracking--Vehicle and cargo location are known at all
follows: times. (NOTE: this functional requirement does not apply
to pipeline mode.)
A. Package Integrity--Package is robust such that material G. Security--Vehicle, cargo, and operator are resistant to
contents are not breached during normal transport oper- theft, diversion, sabotage, and other intentional acts.
ations and typical accident conditions. Capability exists H. Emergency Response--Qualified emergency response is
to detect pressure build-up and material release. delivered to any incident site in a timely manner.
B. Equipment Reliability--Vehicle and cargo equipment
are structurally sound and properly maintained. Capabil- In addition to these eight generic functional requirements,
ity exists to detect problems such as engine failure or loss there are two functional requirements that apply only to the
of steering. Vehicle is able to protect its crew from serious highway and rail modes:
injury under most accident circumstances.
C. Operator Performance--Operator is able to success- I. Vehicle Identification--Vehicles can be quickly identi-
fully maneuver vehicle under normal and off-normal fied by first responders as well as back office personnel.
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J. Hazmat Route Restrictions--Hazmat shipments of certain 2.4.2.3 Market Adoptability
types are prohibited from using some roadways, bridges,
Even if a technology is represented by one or more prod-
and tunnels. Additionally, motor carriers and railroads may
ucts that have demonstrated sufficient technical capability,
have further route restrictions on trucks and trains haul-
there may be reasons why the technology has not been well-
ing Hazmat shipments through High-Threat Urban Areas
adopted in the market. This may be due to a higher price than
(HTUAs).
the market is willing to bear, an institutional issue such as pri-
vacy or liability concerns, technical issues, or unfamiliarity of
One functional requirement applies only to the highway
the transportation community with the possibilities of a tech-
mode:
nology that has been used successfully for another industry.
One such example is GPS locating system communica-
K. Driver ID Known--The present system used for identify- tion technology that allows a GPS device to attempt to com-
ing drivers is the Commercial Drivers License (CDL). municate by lower-cost terrestrial means, but if several tries
Operators of vehicles hauling hazardous materials are are unsuccessful (for example, due to cellular fade zones) the
required to possess both a valid CDL and a Hazmat En- device will switch to satellite communication. This increases
dorsement. Capability exists to quickly verify that a driver reliability but results in extra cost, which is perhaps why the
is credentialed to operate a commercial motor vehicle and technology is not yet in widespread use.
certified to haul Hazmat.
Market Adoptability Rating and Rationale. Each of the
2.4.2.2 Technical Capability technologies that support the technical capability associated
with a functional requirement was also rated for market adopt-
Typically, more than one technology may be available to ability. This subjective adoptability rating was made indepen-
provide the capability for meeting each of these functional dent of the technology's technical capability. Similar to the
requirements, although there is often a dominant technol- technical capability rating, a composite market adoptability
ogy among them. "Technology" is not used in the narrowest rating on a 19 scale was derived for the functional require-
sense. That is because receiving an alert that a Hazmat tank ment. Ratings of 13 are low, ratings of 46 are medium, and
truck is outside a geofenced boundary or that a chemical leak ratings of 79 are high. This is the market adoptability of tech-
has been detected on a rail tank car, for example, may involve nologies that are current products.
GPS and communications technology working in conjunc-
tion with back office software. Challenges/Obstacles to Closing Market Adoptability
Gap. Any technology's market adoptability rating of less
Technical Capability Rating and Rationale. In order to than 9 indicated there is at least one challenge or obstacle
arrive at a technical capability rating for a functional require- to greater market acceptance.
ment, a determination was made that took into account all of [NOTE: Because a gap in technical capability or market
the perceived individual technology scores for that functional adoptability indicated a need (i.e., the status quo is not fully
requirement. ("Technical Capability" as used in this sense is satisfying the requirement), there is an inverse relationship
not tied to the standardized Technology Readiness Level, or between a technical capability or market adoptability rating and
TRL construct.) Thus, each functional requirement received its corresponding need. Said another way, if a certain technol-
a composite rating from 1 (lowest) to 9 (highest) that rep- ogy is very capable for its functional requirement, the need for
resents a subjective determination of the degree to which the equal or more capable technology is low. Similarly, if at least one
technologies associated with it collectively support the com- capable technology has been well-adopted by the marketplace,
plete realization of that functional requirement for a trans- the need for others to be adopted is low. This is an important
portation mode. Ratings of 13 are low, ratings of 46 are distinction to grasp to understand the remaining steps in the
medium, and ratings of 79 are high. The capability is pro- research approach and the graphics that support the concept.]
vided by existing products.
2.4.3 Evaluate the Ability of Each
Emerging Technologies That Address Capability Gap.
Mode to Satisfy Each of Its
Any technical capability rating of less than 9 by definition
Functional Requirements
reveals a need to some degree: a technology gap that is desir-
able to close with emerging technologies or, in some cases, The purpose of this step was to generate a functional require-
current technologies that have not been previously applied to ment gap rating. This was established using a qualitative rating
this functional requirement. At this point in the process, scale of high, medium, and low, based on the following criteria:
there is no determination of the importance of the gap. These (1) technical capability need (extent to which the capability falls
technologies are developmental efforts, not current products. short in meeting the functional requirement) and (2) market
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Table 2-3. Functional requirement gap rating--highway.
Medium
H. Emergency High
High Response
High
G. Security
K. Driver ID Known
Low
A. Package Integrity
Market C. Operator
Performance Medium
Adoptability Medium High
D. HM Commodity ID F. Tracking
Need E. Communication
Rating J. HM Route
Restrictions
Low
Low B. Equipment Low Medium
Reliability
I. Vehicle ID
Low Medium High
Technical Capability Need Rating
adoptability need (extent to which the market falls short in the following criteria: (1) exposure, as measured by a mode's
adopting the capability, if it exists, into operational practice). If annual activity level, and (2) consequence severity--the poten-
the rating of either the technical capability or market adoptabil- tial for a serious consequence arising out of an incident involv-
ity is high, their need for improvement is correspondingly low. ing a Hazmat shipment on that mode as measured by the cargo
The functional requirements gap ratings are presented for the capacity of a Hazmat shipment on that mode. Although Haz-
transport modes of highway, rail, marine, air, and pipeline, mat shipment sizes on the air mode are quite small, because
respectively, in Tables 2-3 through 2-7. an incident would threaten the lives and health of all people
(NOTE: Consider that functional requirement "F. Tracking" aboard the aircraft and perhaps others on the ground, it was
does not apply to pipeline mode; functional requirements assigned a high consequence severity rating.
"I. Vehicle Identification" and "J. Hazmat Route Restrictions" The selected measure for estimating a mode's annual activity
apply only to highway and rail modes; and functional require- level is ton-miles. The information in Figure 2-2 illustrates Haz-
ment "K. Driver ID Known" applies only to the highway mode.) mat shipment ton-miles per four modes of transportation (36):
As shown, truck is the dominant mode from a ton-miles
perspective, followed by rail and water (marine) at a significant
but lower level of activity, with air lagging far behind. Note that
2.4.4 Evaluate the Significance of Each
valid pipeline data were not available through this source; for
Mode with Respect to Hazmat
pipeline shipments, ton-miles are not shown in the tables. For
Transport Safety and Security
most of these shipments, respondents to the CFS reported the
This step was accomplished by establishing a mode impor- shipment destination as a pipeline facility on the main pipeline
tance rating (high, medium, or low). The rating was based on network. Therefore, according to the CFS, for the majority
Table 2-4. Functional requirement gap rating--rail.
High High
Medium High
F. Tracking
Market Medium
Low High
Medium A. Package Integrity
Adoptability C. Operator
B. Equipment G. Security
Performance
Need Reliability
Rating Low
Low
D. HM Commodity ID
Low I. Vehicle ID
E. Communication
Medium
H. Emergency
J. HM Route Response
Restrictions
Low Medium High
Technical Capability Need Rating
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Table 2-5. Functional requirement gap rating--marine.
High Medium High High
Low Medium
Market Medium F. Tracking High
C. Operator
Adoptability Performance G. Security
Need Rating
Low
A. Package Integrity
Low
Low B. Equipment
Reliability H. Emergency Medium
Response
D. HM Commodity ID
E. Communication
Low Medium High
Technical Capability Need Rating
Table 2-6. Functional requirement gap rating--air.
High Medium High High
Low
A. Package Integrity
Market B. Equipment
Adoptability Medium Reliability
Medium High
D. HM Commodity
Need ID
Rating H. Emergency
Response
Low
C. Operator
Performance
Low E. Communication
Low Medium
F. Tracking
G. Security
Low Medium High
Technical Capability Need Rating
Table 2-7. Functional requirement gap rating--pipeline.
Medium High
High C. Operator B. Equipment High
Performance Reliability
Market Low
Adoptability Medium D. HM Commodity ID
Medium
High
Need H. Emergency G. Security
Response
Rating
Low Low
Low Medium
A. Package Integrity E. Communication
Low Medium High
Technical Capability Need Rating
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Ton-miles
Mode
Source: 2002 Commodity Flow Survey (CFS), Table 1a, Hazardous Material Shipment Characteristics by Mode
of Transportation for the United States: 2002.
Figure 2-2. Modal activity levels.
of these shipments, the resulting mileage represented only in Figure 2-3 was used to delineate shipment size for three
the access distance through feeder pipelines to the main pipe- of the principal freight modes (using a unit of thousands of
line network, and not the actual distance through the main gallons of capacity) (37). To give perspective, in general, one
pipeline network. However, per the CFS, the number of tons barge = 46 rail tank cars = 144 truck tank cars (38).
shipped by pipeline is more than six times the tonnage shipped In this instance, barge is the dominant mode at approxi-
by rail and nearly half that shipped by truck. Based on this mately 454,000 gallons per shipment, so marine shipments are
information, annual modal activity is rated as high for truck assigned a high serious consequence rating. (NOTE: barge
and pipeline, medium for rail and water (marine), and low is shown in Figure 2-3 as the marine conveyance in the CFS
for air. information, but the team considered the high serious conse-
The selected measure for a mode's serious consequence quence potential to apply to "blue water," or open ocean ves-
potential was the cargo capacity of a single unit of shipment sel shipments as well as "brown water," or inland waterway
(i.e., truck trailer, rail tank car, barge, etc.). The information shipments.)
Mode
Thousands of gallons
Source: U.S. Department of Transportation Maritime Administration, Inland Rivers, Ports & Terminals, Inc.,
website.
Figure 2-3. Cargo capacity by mode (thousands of gallons).
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Table 2-8. Mode importance rating.
High
Medium
High Rail High
Air
Serious Barge
Consequence
Potential High
(Volume Per Medium Low Medium Truck
Pipeline
Shipment)
Low Low Low Medium
Low Medium High
Modal Activity Level (Ton-Miles)
At 30,000 gallons per railcar, rail shipments were also 2.4.5 Determine a Technology
assigned a high rating. At 7,600 gallons, Truck, being sig- Development Priority Rating
nificant but at smaller shipment volumes, was assigned a
This step determined a rating of high, medium, or low for
medium consequence rating. Although Hazmat shipments
technology development priority based on the functional
on the air mode are quite small in terms of weight or vol-
requirement gap rating and the mode importance rating. Those
ume, because an incident would threaten the health of
functional requirements that receive a high technology devel-
all people aboard the aircraft and perhaps others on the
opment priority rating were then considered prime candidates
ground, it was also assigned a high consequence rating.
for technology development consideration. The functional
Pipeline shipment statistics are not expressed in a way that
requirement technology development priority ratings are
allows for convenient comparisons to other modes; how-
presented for the transport modes of highway, rail, marine, air,
ever, the team evaluated the pipeline serious consequence
and pipeline, respectively, in Tables 2-9 through 2-13.
rating as medium.
Combining the measures of modal activity level and poten-
tial per shipment consequence allows for the following mode
2.4.6 Conduct Modal and Capabilities Gap
importance ratings listed in Table 2-8. This table contains the
Analysis Review
importance ratings for all modes and thus is used in combi-
nation with other tables in the Modal Screening Process (see Once the detailed functional requirements had been derived
Appendix D). for each of the modes, a lengthy modal screening process
Table 2-9. Functional requirement technology development
priority--highway.
Medium
A. Package Integrity
B. Equipment Reliability
High
F. Tracking
C. Operator Performance High
High H. Emergency
D. HM Commodity ID G. Security
Response
E. Communication
K. Driver ID Known
I. Vehicle ID
J. HM Route Restrictions
Mode
Importance Medium Low Medium High
Rating
Low Low Low Medium
Low Medium High
Functional Requirement Gap Rating
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Table 2-10. Functional requirement technology development
priority--rail.
Medium
C. Operator Performance
D. HM Commodity ID
High High
High A. Package Integrity
E. Communication F. Tracking
B. Equipment
H. Emergency Response G. Security
Reliability
I. Vehicle ID
J. HM Route Restrictions
Mode
Importance
Medium Low Medium High
Rating
Low Low Low Medium
Low Medium High
Functional Requirement Gap Rating
Table 2-11. Functional requirement technology development
priority--marine.
Medium
A. Package Integrity
B. Equipment Reliability
C. Operator High
High Performance F. Tracking High
D. HM Commodity ID G. Security
E. Communication
Mode H. Emergency
Importance Response
Rating
Medium Low Medium High
Low Low Low Medium
Low Medium High
Functional Requirement Gap Rating
Table 2-12. Functional requirement technology development
priority--air.
High Medium High High
Low
A. Package Integrity
B. Equipment
Reliability
Mode C. Operator
Performance
Importance Medium D. HM Commodity ID
Medium High
Rating E. Communication
F. Tracking
G. Security
H. Emergency
Response
Low Low Low Medium
Low Medium High
Functional Requirement Gap Rating
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Table 2-13. Functional requirement technology development
priority--pipeline.
Medium
A. Package Integrity High
High
D. HM Commodity ID B. Equipment
High C. Operator Reliability
E. Communication Performance
H. Emergency G. Security
Mode Response
Importance
Medium Low Medium High
Rating
Low Low Low Medium
Low Medium High
Functional Requirement Gap Rating
began, as documented in Appendix D. To summarize, for each lead applied the methodology independently, enabling the
of the functional requirements, its specific definition was stated research team to have a good indication of what technology
for that mode. The technical capability rating, a number from needs were deemed most compelling. This prepared the team
19, was assigned for each functional requirement. The ratio- to eventually select those technologies that were considered
nale for technical capability rating and a listing of emerging most promising and worthy of more in-depth investigation.
technologies that address the capability gap were provided, This process appears to have nonetheless resulted in a reason-
each with a discussion. Similarly, the market adoptability able balance between the near-term and far-term technologies
rating, itself a number from 19, was assigned for each eventually selected.
functional requirement. The rationale for market adoptabil- The research approach was based on (1) the concept of
ity rating and a listing of challenges/obstacles to market the functional requirement and its technical capability and
adoption were provided, each with a discussion. market adoptability and (2) a gap analysis. This approach
With the technical capability rating and market adopt- gave emphasis to technologies that were not part of a regu-
ability rating available, a series of graphs were used with low, latory response or an ongoing government or industry tech-
medium, high metrics. A rating of 13 was defined as low, 46 nology development and specific implementation effort. Thus,
was medium, and 79 was high. Each of the graphs had 9 cells while a development priority may currently be great, if there is
(3 x 3), and each of the cells was designated as low, medium, a funded program to develop and implement technology for
or high. The functional requirement gap rating (low, medium, it, its need may not be considered as great as in the absence
or high) was established for each functional requirement of such a program.
of each mode by graphing the technical capability rating In using the extracted screened technologies list for each
against the market adoptability rating. Graphing serious mode in Appendix D, if any of the technologies extracted
consequence potential against modal activity level pro- was deemed by the research team's modal lead to be one that
duced the mode importance rating (low, medium, or high), addressed a high functional requirement technology devel-
which was the same for each functional requirement within opment priority for that mode, it was designated as having
that mode. special significance in the selection methodology.
Graphing the functional requirement importance rating It was during this stage that the research team briefed the
against the functional requirement gap rating produced the HMCRP Project 04 panel on the research approach. At that
functional requirement technology development priority point, functional requirements with associated technical capabil-
for that mode. The next step was to extract the technologies ity and market adoptability assessments and extracted screened
from the screened research list that applied to a given mode. technologies had been drafted as packages for the rail, marine,
In extracting the screened technologies, modal leads were not highway, and air modes; the package for the pipeline mode
asked to purposely seek any representative balance between was still in progress. The briefing concentrated on the research
technologies whose development horizon is initially per- approach and how it was designed to produce the selection
ceived to be near term (less than 5 years) and far term (from of most promising technologies, which would be taken for-
515 years) or to establish any other type of balance, such as ward to analysis of the technologies' perceived paths to the
between detection and protection technologies. Each modal marketplace.
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2.4.7 Determine Technology Need Areas under columns titled "description" and "potential solution."
If the technology was associated with a high priority functional
The next step in the research approach was to define group-
requirement need, it retained the designation of that from the
ings of like technologies for the purpose of structure and
mode's extracted screened technologies. If it was associated
perspective. Twelve such groupings were identified, referred
with a medium or low priority functional requirement need,
to as technology need areas. These twelve areas were initially
it did not have that designation.
numbered in the following order:
A column titled "technology need redundancy" listed other
places where that same technology need area appeared on the
1. Cargo Content Identification spreadsheet, by mode and row number. There also appeared
2. Cargo and Infrastructure Condition Sensors 16 technology entries under "principal investigator's choice of
3. Operator Condition Monitoring Systems modal cross-cutting technologies." These were based on SME
4. Overcoming Communication Gaps research findings that the PI considered to be candidate prom-
5. Innovative Power Sources for Vehicle Components ising technologies that had applicability to multiple modes.
6. Vehicle and Cargo Integrity Five of these were added subsequent to the screened research
7. Advanced Cargo Locks and Seals list, and three of those were deemed as high priority needs.
8. Screening and Inspection Finally, technologies were segmented and coded for ease of
9. Vehicle Location Status recognition.
10. Alert and Incident Notification Systems
11. On-Scene Response Capability
12. Operator Access Control. 2.4.8 Prioritize Need Areas
Table 2-14 shows the technology need areas and their
Next, in the "technology by area and redundancy" spread- importance ranking as determined by the number of high
sheet (not herein due to size), technology need areas that apply priority functional requirement gaps in those need areas by
to technologies extracted by modal leads from the screened mode. The results brought forward from the "technology by
research list were displayed for each mode. The technology area and redundancy" spreadsheet were associated with each
need areas were numbered as in the preceding list. To the right technology need area. Along a row, identified by a technol-
in the same row, the technology or technologies associated ogy need area, are intersections with columns representing
with that technology need area for that mode were populated, the technology screening results by mode and by the cross-
Table 2-14. Technology need areas ranked by order of importance.
Total Total
Cross- High Medium-
Technology Need Area Ranking Marine Rail Highway Air Pipeline Cutting Priority Low Priority
1. Cargo and Infrastructure Condition
xxxxx xx 5 7
Sensors
2. Vehicle and Cargo Integrity x xx xx 4 5
3. Operator Access Control xx x 4 3
4. Vehicle Location Status 4
5. Alert and Incident Notification Systems x x x xxx 3 6
6. Innovative Power Sources for Vehicle
xx 3 2
Components
7. Overcoming Communication Gaps x x 3 2
8. Advanced Cargo Locks and Seals x 3 1
9. Cargo Content Identification xxx x 2 4
10. Screening and Inspection x 2 1
11. Operator Condition Monitoring Systems x xx 0 3
12. On-Scene Response Capability xx x 0 3
Key: = high priority functional requirement need
x = medium to low priority functional requirement need
