Approach

Using industry and government findings (i.e., from NHTSA, FHWA, ATA/TMC) along with surveys and interviews with key industry stakeholders, the contractor team profiled end-user needs and expectations regarding VDR capabilities and required data parameters. VDR concepts targeted at the following end-user applications were then developed:

• Accident reconstruction and crash causation
• Operational efficiency
• Driver monitoring

Each concept was intended to typify the design, functionality, and operational performance that would generally be demanded by these three broad user groups. VDR concepts were initially developed in the abstract-without any constraints as to what may be available in the marketplace today. This was to ensure that they represent the team's best judgment as to what a "minimalist" and "full-featured" VDR might be for each end-user application. This is not to imply that the concepts are not practical and/or implementable using current technology-only that it was not a requirement that the concept have a close parallel in the current marketplace.

Unique (distinct) concepts were developed to represent practical combinations of features and capabilities that would address requirements for differing market segments. Specifically, the following VDR concepts were developed:

• A low-cost event-triggered data recorder for recording baseline accident data
• A more advanced event-triggered data recorder that incorporates some advanced sensor technologies
• A baseline continuous VDR that records maintenance and operational data meant to improve fleet operations
• An advanced continuous data recorder that includes additional driver monitoring parameters
• A "full-featured" VDR that may include both accident data and operational efficiency data

A profile of each concept was developed that included the source for each data element; necessary network protocols; data collection and transmission rate requirements; and data security, storage, and retrieval needs. Each of these concepts was also defined in terms of an operational scenario-in effect, the conditions under which such a system might be employed, by whom, and for what purposes. This facilitated the accrual of benefit and cost information for subsequent analysis.

Concept descriptions contain, to the extent possible, known and estimated purchase, installation, and operating costs. Because commercial vehicle owners and operators are extremely sensitive to equipment and operating costs, these figures represent important indicators of the commercialization potential of the various concepts.

In addition to the five "core" VDR concepts, which are focused around specific parameters and data sets, a list of advanced VDR features that could be added to any of the five concepts was developed. By separating these advanced VDR features from the five core concepts, and discussing the costs and benefits of these technologies separately, the reader can better understand the costs and implications of adding each feature to a vehicle's data recording system. The five concept data recorders can be thought of as five different "baseline" products that might be appropriate to fulfill the needs of different user-segments. The technologies and features can be thought of as "options" that could be added to any of the baseline products. Using this "base product" and "options" concept allows a reduction of the number of VDR scenarios to be examined while still providing the reader with valuable information needed to effectively construct the reader's own VDR scenarios or configurations.

Recommendations for Data Parameters to Be Monitored

Several industry and government organizations have released findings related to the specific data parameters that VDRs should record. In one case (the NHTSA T&B EDR Working Group), this list included the priority by which these parameters should be recorded.

The NHTSA EDR Working Group presented a summary of findings for light-duty vehicles in August 2001 with an extensive list of data elements that could be considered for EDRs to record along with a Top 10 list of elements based on input from EDR users and manufacturers. In addition, the working group's summary of findings included two lists of EDR parameters important to highway safety research-one from FHWA and one from the TRB.

The NHTSA T&B EDR Working Group developed a detailed list of data elements that were applicable to trucks, motorcoaches, and school buses. The group established two priorities for these data elements. The group deemed Priority 1 parameters to be absolutely necessary to record in order to perform crash causation and accident reconstruction. Priority 2 data elements would improve this ability and should be recorded when available on the vehicle. In addition, the T&B EDR Working Group labeled two parameters (i.e., digital video and vehicle/trailer load present) as optional in that they would greatly assist in performing crash causation analysis and accident reconstruction but currently require the use of advanced onboard sensors (i.e., digital imaging).

In November 1999, the National Transportation Safety Board (NTSB) issued safety recommendations (H-99-45 through H-99-54) to NHTSA to improve school bus and motorcoach safety. One recommendation (H-99-52) required all school buses and motorcoaches manufactured after January 1, 2003 to be equipped with onboard recording systems that record numerous vehicle parameters at a sampling rate suitable to determine vehicle dynamics and are preserved in the event of a vehicle crash or power loss.

The ATA/TMC developed a recommended practice, RP 1214, for VDRs-"Guidelines for Event Recording - Collection, Storage, and Retrieval." This recommended practice defines guidelines for commercial vehicle event data collection (including a list of parameters), storage, and retrieval for post-accident analysis using onboard vehicle ECUs.

The FHWA is conducting an IVI program, Project 134, on the "Development of Requirements and Functional Specifications for Event Data Recorders." One product of the IVI project was a functional specification for a crash EDR that outlined three tiers of data elements:

• Tier 1 - The minimum required data elements for a crash EDR on CMVs.
• Tier 2 - Additional data elements to the data elements in tier 1 that would permit further analysis of crashes involving CMVs.
• Tier 3 - A complete set of data crash elements to thoroughly analyze crashes involving CMVs, including the data elements listed in tiers 1 and 2.

The NHTSA Notice of Proposed Rulemaking, NHTSA-2004-18029, outlined a list of data elements that are required to be recorded on light-duty vehicles equipped with EDRs. It also specified the number of data elements that should be recorded if the vehicle is equipped with the relevant advanced safety system or sensing capability.

Exhibit 2.1 provides a comprehensive list of possible data elements that could be useful for VDRs to record. It summarizes the data parameters that each of the above organizations consider important to record onboard. Entries are listed as follows:

: Considered important to record onboard

1x-10x: NHTSA EDR Working Group (WG) "Top Ten" List

P1: NHTSA T&B EDR WG Priority 1 data elements (see footnote #4)

P2: NHTSA T&B EDR WG Priority 2 data elements (see footnote #4)

O: NHTSA T&B EDR WG optional data elements (see footnote #4)

T1: FHWA IVI-134 Project Tier 1 minimum data elements (see footnote #7)

T2: FHWA IVI-134 Project Tier 2 typical data elements (see footnote #7)

T3: FHWA IVI-134 Project Tier 3 complete data elements (see footnote #7)

R: NHTSA NPRM required data elements (see footnote #8)

IE: NHTSA NPRM elements to be recorded if equipped (see footnote #8)

Exhibit 2.1 - Recommendations for Data Parameters to Be Monitored

* MAF, VAF, MAP stand for Mass Air Flow, Vane Air Flow, and Manifold Absolute Pressure respectively. These are deferent sensor techniques for measuring air flow and composition into a spark-ignition engine.

Based on the listings and priorities presented in Exhibit 2.1, each parameter was ranked for its relevance and applicability for commercial vehicles to (1) crash causation and accident reconstruction analysis, (2) improving operational efficiency, and (3) driver monitoring. Each parameter was assigned a qualitative ranking based on the guidelines presented in Exhibit 2.2.

Exhibit 2.2 -Ranking Categories

Exhibit 2.3 shows the rankings for each parameter's relevance to accident reconstruction and crash causation, operational efficiency, and driver monitoring.

Exhibit 2.3 - Relationship of Data Parameters to VDR Functions

These data parameters were then categorized into the following five groups (outlined in Exhibit 2.4) based on the qualitative rankings and applicability to the three main VDR functions:

• Accident Reconstruction and Crash Causation Core Data Set - These are the core data parameters necessary for performing accident reconstruction and crash causation analysis. They are typified by the data recorded in an EDR.
• Accident Reconstruction and Crash Causation Advanced Data Set - These are the data parameters that would complement the core data parameters in group 1, but some of which would likely require the installation of sensors at various locations around the vehicle. This data set includes all of the core accident reconstruction and crash causation data parameters in group 1.
• Operational Efficiency Core Data Set - These are the core data parameters that could be used to improve a fleet's operational efficiency. The parameters are typical of the kinds of information recorded by vehicle data loggers. The information collected is used to improve maintenance efficiency, detect and prevent possible on-road breakdowns, monitor driver performance, track goods movement, and manage fleet logistics. The parameters identified as the core operational data set would be commonly available on new model tractors and would generally not require installation of additional equipment/sensors. It should be noted that to maximize operational efficiency benefits, a VDR would most likely be equipped to record geographic position through GPS or similar technology. However, as GPS and similar technologies could be beneficial to all of the five concepts but is not necessarily required, it has been included in the discussion of advanced VDR technologies in Chapter 3.
• Operational Efficiency Advanced Data Set - These are the other data parameters that a fleet could use to further improve and monitor the efficiency of a fleet. Some of these parameters may require installation of additional sensors. This data set includes all of the core operational efficiency data parameters in group 3.
• Driver Monitoring Data Set - These are the data parameters that could be used to monit