Making Trucks Count: Innovative Strategies for Obtaining Comprehensive Truck Activity Data (2014) / Chapter Skim
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Pages 37-52
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37 C H A P T E R 4 This chapter provides detailed implementation plans for the three strategies that fared best in the feasibility reviews illustrated in the previous chapter. These plans can be considered guides for further developing the program.
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38 the latitude and longitude variables. Merging these data with geographic information systems (GIS)
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39 Geography Type of GPS Data Vehicle Type Commodity Type Load Type Average Load Route Used Time of Day Speed Average Speed Truck Stop NA I NA NA D D D C Corridor NA I NA NA D D D E Metro Area NA I(A)
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40 trace data to provide VMT and O/D metrics increases the value of the traces. The trucking industry would be contributing to the betterment of the road network they rely upon through sharing privacy-protected data.
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41 4.1.2 Implementation Scenarios Three potential implementation scenarios are identified in this section. These can best be distinguished as a voluntary program, a mandatory program, and a voluntary program that would be differentiated by the provision of information in exchange for the capture of GPS data.
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42 An available national sampling frame (e.g., MCMIS filtered for a stratified sampling of firms) could be used to recruit truck operators into the app-enabled data collection system.
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43 constrained. The current contract that FHWA is completing will allow it ownership of the GPS data and the ability to share the data (assuming non-disclosure agreements)
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44 system with consideration of opportunities and requirements for modifications and expansions of the approach and content of the old VIUS. 4.2.1 Current State of the Opportunity 4.2.1.1 Identification of Present Conditions Loss of the VIUS affected road-based freight statistics.
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45 are the product of a private vendor. This would require government purchases of private products, with the expense and complexities regarding uses and disclosure that entails.
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46 sample establishments and then, in a second phase, have those establishments sample their own vehicles, given instructions from the surveying agency. A caveat is having establishments draw their owns samples may introduce bias and create editing work for those doing the processing.
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47 must be recruited to have instruments placed on their vehicles. CVUS offers various inducements to gain acceptance.
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48 at the Census Bureau were the survey to be expanded to a full VIUS. One operational option is an annual approach that culminates in a detailed survey over 3 to 5 years.
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49 • How firms select other firms to supply goods and services (a supply-chain choice) , resulting in the exchange of a certain fixed amount of commodity over a defined period of time; • How firms, as shippers, determine shipment size and frequency (although sometimes the receiving firm is also involved in this decision-making process)
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50 general information on the type of industries producing or using a specific type of commodity. Input-output accounts also provide information on the values of the required commodities to produce a unit output of an industry.
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51 development of new ABM models can be accelerated by drawing heavily on these previous and ongoing behavioral studies. Build on private-sector supply-chain and logistics research.
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52 become documented during this development time, which in itself will provoke increasing interest in its application. The benefits can best be characterized as follows: • ABM gives insights into causes of emergent phenomena -- Emergent phenomena result from the interactions of individual entities, which are difficult to understand and predict.
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