Evaluation of the integration of CVISN at the Nogales port of entry

              EVALUATION OF THE
INTEGRATION OF CVISN
AT THE NOGALES
PORT OF ENTRY
Final Report 535 ( 2)
Prepared by:
Robert S. Done, Ph. D.
Data Methods Corporation
805 N. Camino Miramonte
Tucson, AZ 85716
July 2008
Prepared for:
Arizona Department of Transportation
206 South 17th Avenue
Phoenix, Arizona 85007
in cooperation with
U. S. Department of Transportation
Federal Highway Administration
The contents of the report reflect the views of the authors who are responsible for the
facts and the accuracy of the data presented herein. The contents do not necessarily
reflect the official views or policies of the Arizona Department of Transportation or the
Federal Highway Administration. This report does not constitute a standard,
specification, or regulation. Trade or manufacturers’ names which may appear herein are
cited only because they are considered essential to the objectives of the report. The U. S.
Government and The State of Arizona do not endorse products or manufacturers.
ATRC reports are available on the Arizona Department of Transportation’s Internet site.
Technical Report Documentation Page
1. Report No.
FHWA- AZ- 07- 535( 2)
2. Government Accession No.
3. Recipient’s Catalog No.
4. Title and Subtitle
Evaluation Of The Integration Of CVISN at the
Nogales Port Of Entry
5. Report Date
July 2008
6. Performing Organization Code
R0535 17P
7. Authors
Robert S. Done, Ph. D.
8. Performing Organization Report No.
9. Performing Organization Name and Address
Data Methods Corporation
805 N. Camino Miramonte
Tucson, AZ 85716
10. Work Unit No.
11. Contract or Grant No.
SPR- PL- 1-( 61) 535
12. Sponsoring Agency Name and Address
Arizona Department of Transportation
206 S. 17th Avenue
Phoenix, Arizona 85007
13. Type of Report & Period Covered
FINAL
November 2004 – July 2008
Project Manager: John Semmens
14. Sponsoring Agency Code
15. Supplementary Notes
Prepared in cooperation with the U. S. Department of Transportation, Federal Highway Administration
16. Abstract
In 1995, the U. S. Congress directed the Federal Highway Administration to describe how and when it would
design, deploy, and maintain a commercial vehicle information system network ( CVISN). The CVISN
conceptualization focused on inspections and safety ratings, out- of- service orders and registration denials,
objectives and constraints, and data collection and use.
The three CVISN operation capabilities are safety information exchange, credentials administration, and
electronic screening. A Level 1 implementation results in basic operation functionality in these three functional
areas. A Level 2 implementation results in advanced operation functionality in these three areas. Using data
collected by commercial vehicle inspection officers in Arizona, this study evaluates the integration of CVISN at
the Nogales port of entry and identifies opportunities for improving operation effectiveness in the future.
The study analyzed commercial vehicle port entries and clearance rates from 2005 to 2007 with CVISN. The
results indicate that the cost efficiencies of the port’s inspection booths could potentially be improved by roughly
30 percent under the current conditions at the site.
17. Key Words
CVISN, evaluation, ports- of- entry, commercial
vehicles, trucking, NAFTA
18. Distribution Statement
Document is available to the
U. S. public through the
National Technical Information
Service, Springfield, Virginia
22161
23. Registrant’s Seal
19. Security Classification
Unclassified
20. Security Classification
Unclassified
21. No. of Pages
34
22. Price
SI* ( MODERN METRIC) CONVERSION FACTORS
APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FROM SI UNITS
Symbol When You Know Multiply By To Find Symbol Symbol When You Know Multiply By To Find Symbol
LENGTH LENGTH
in Inches 25.4 millimeters mm mm millimeters 0.039 inches in
ft Feet 0.305 meters m M meters 3.28 feet ft
yd Yards 0.914 meters m M meters 1.09 yards yd
mi Miles 1.61 kilometers km km kilometers 0.621 miles mi
AREA AREA
in2 square inches 645.2 square millimeters mm2 mm2 square millimeters 0.0016 square inches in2
ft2 square feet 0.093 square meters m2 M2 square meters 10.764 square feet ft2
yd2 square yards 0.836 square meters m2 M2 square meters 1.195 square yards yd2
ac Acres 0.405 hectares ha ha hectares 2.47 acres ac
mi2 square miles 2.59 square kilometers km2 km2 square kilometers 0.386 square miles mi2
VOLUME VOLUME
fl oz fluid ounces 29.57 milliliters mL mL milliliters 0.034 fluid ounces fl oz
gal Gallons 3.785 liters L L liters 0.264 gallons gal
ft3 cubic feet 0.028 Cubic meters m3 M3 cubic meters 35.315 cubic feet ft3
yd3 cubic yards 0.765 Cubic meters m3 M3 cubic meters 1.308 cubic yards yd3
NOTE: Volumes greater than 1000L shall be shown in m3.
MASS MASS
oz Ounces 28.35 grams g G grams 0.035 ounces oz
lb Pounds 0.454 kilograms kg kg kilograms 2.205 pounds lb
T short tons ( 2000lb) 0.907 megagrams
( or “ metric ton”)
mg
( or “ t”)
mg
( or “ t”)
megagrams
( or “ metric ton”)
1.102 short tons ( 2000lb) T
TEMPERATURE ( exact) TEMPERATURE ( exact)
º F Fahrenheit
temperature
5( F- 32)/ 9
or ( F- 32)/ 1.8
Celsius temperature º C º C Celsius temperature 1.8C + 32 Fahrenheit
temperature
º F
ILLUMINATION ILLUMINATION
fc foot- candles 10.76 lux lx lx lux 0.0929 foot- candles fc
fl foot- Lamberts 3.426 candela/ m2 cd/ m2 cd/ m2 candela/ m2 0.2919 foot- Lamberts fl
FORCE AND PRESSURE OR STRESS FORCE AND PRESSURE OR STRESS
lbf Poundforce 4.45 newtons N N newtons 0.225 poundforce lbf
lbf/ in2 poundforce per
square inch
6.89 kilopascals kPa kPa kilopascals 0.145 poundforce per
square inch
lbf/ in2
TABLE OF CONTENTS
EXECUTIVE SUMMARY ............................................................................................................ 1
1. INTRODUCTION ...................................................................................................................... 3
2. FEDERAL COMMERCIAL MOTOR VEHICLE LAW........................................................... 5
MOTOR CARRIER ACT OF 1935............................................................................................ 5
MOTOR CARRIER ACT OF 1980............................................................................................ 5
COMMERCIAL MOTOR VEHICLE SAFETY ACT OF 1986................................................ 6
DEPARTMENT OF TRANSPORTATION AND RELATED AGENCIES
APPROPRIATIONS BILL OF 1995.......................................................................................... 6
MOTOR CARRIER SAFETY IMPROVEMENT ACT OF 1999 ............................................. 6
3. THE CVISN CONCEPTUALIZATION .................................................................................... 9
INSPECTIONS AND SAFETY RATINGS............................................................................... 9
OUT- OF- SERVICE ORDERS AND REGISTRATION DENIALS ....................................... 10
OBJECTIVES AND CONSTRAINTS..................................................................................... 10
DATA COLLECTION AND USE........................................................................................... 11
4. THE CVISN IMPLEMENTATION......................................................................................... 13
INFORMATION SYSTEMS.................................................................................................... 13
OPERATIONAL CAPABILITIES........................................................................................... 14
IMPLEMENTATION LEVELS............................................................................................... 15
IMPLEMENTATION TASKS................................................................................................. 15
5. THE ARIZONA CVISN IMPLEMENTATION...................................................................... 17
SAFETY INFORMATION EXCHANGE ............................................................................... 17
CREDENTIALS ADMINISTRATION.................................................................................... 18
ELECTRONIC SCREENING .................................................................................................. 18
6. EVALUATION OF THE ARIZONA CVISN IMPLEMENTATION..................................... 19
METHOD ............................................................................................................................... . 19
Data........................................................................................................................... ........... 19
Analyses....................................................................................................................... ........ 23
RESULTS ............................................................................................................................... . 23
2005- 2006 Clearance ............................................................................................................ 23
2006- 2007 Clearance ............................................................................................................ 24
2005- 2007 Clearance ............................................................................................................ 24
7. CONCLUSIONS.................................................................................................................... .. 25
8. RECOMMENDATIONS.......................................................................................................... 27
DISCUSSION..................................................................................................................... ..... 27
LIST OF TABLES
Page
Table 1. 2005 Inspection Data 20
Table 2. 2006 Inspection Data 21
Table 3. 2007 Inspection Data 22
Table 4. t- test of 2005 and 2006 23
Table 5. t- test of 2006 and 2007 24
Table 6. t- test of 2005 and 2007 24
LIST OF GRAPHS
Page
Graph 1. 2005 Inspection Data 20
Graph 2. 2006 Inspection Data 21
Graph 3. 2007 Inspection Data 22
ABBREVIATIONS AND ACRONYMS
ASAP Automated Safety Assessment Program
ADOT Arizona Department of Transportation
ASPEN Software system to collect CVO inspection data
CAT Carrier Automated Transaction
CDLIS Commercial Driver’s License Information System
CI Credential interface
CVIEW Commercial Vehicle Information Exchange Window
CVISN Commercial Vehicle Information Systems And Networks
CVO Commercial Vehicle Operations
CVSA Commercial Vehicle Safety Alliance
DSRC Dedicated Short Range Communication
EDI Electronic Data Interchange
EFT Electronic Funds Transfer
FHWA Federal Highway Administration
FMCSA Federal Motor Carrier Safety Administration
FTE Full time equivalent
ICC Interstate Commerce Commission
IES Information Exchange System
IFTA International Fuel Tax Agreement
IRP International Registration Plan
ITS Intelligent Transportation Systems
MCDC Motor Carrier Data Collection
MCMIS Motor Carrier Management Information System
MCSAP Motor Carrier Safety Assistance Program
MVS Express Software to manage CVO credentials
NMVTIS National Motor Vehicle Title Information System
POE Port- of- Entry
PRISM CVO status software application in use at Nogales POE
ROC Roadside Operations Computer
SAFER Safety And Fitness Electronic Records
SafeStat Safety Status Measurement System
SafetyNet Computer system supporting the MCSAP
SSWIM Slow Speed Weigh- In- Motion
TARGATS Tax and Revenue Group Automated Transaction System
VISTA CVO status software application in use at Nogales POE
WIM Weigh- In- Motion
1
EXECUTIVE SUMMARY
The evolution of federal commercial motor vehicle law played an important role in the
development of the Commercial Vehicle Information Systems and Networks ( CVISN).
Earlier laws resulted in the development of various commercial motor vehicle data
sources. Most recently, in 1995 federal law mandated the development of a plan to create
and maintain an information system that integrated these various vehicle data sources.
The Federal Highway Administration ( FHWA) prepared a report that addressed issues in
the development of a commercial vehicle information system and how such a system
could be made operational.
The cornerstones of a commercial vehicle information system are the underlying data,
data collection, and data distribution. In the proposed system, data would be accessed and
reported on in a timely rather than real- time basis.
CVISN is not a new information system, but rather the integration of information systems
at the national, state, and local levels. The primary objective of the CVISN program is to
implement information systems that support safety information exchange, credentials
administration, and electronic screening. States may implement CVISN with basic
operation capabilities ( Level 1) or with advanced operation capabilities ( Level 2).
The Arizona CVISN implementation includes port of entry “ superbooths” which are
equipped with all of the requisite communication capabilities to interact with the
designated intelligent transportation system ( ITS) networks. Safety information is
exchanged through the creating and querying of inspection data. Credentials such as
vehicle registrations and fuel tax reports are administered electronically. Vehicles are
electronically screened to identify the carrier, the vehicle, the driver, and to determine if a
physical inspection is necessary.
This study examines data collected by inspection officers at the Nogales port of entry.
Quantitative analyses yielded a conclusion that there is a statistically significant increase
in the number of commercial vehicles that were cleared for travel there during 2005-
2007. The data also indicate that seasonal variation in the percentage of commercial
vehicles that are cleared for travel has stabilized.
As a result of the new CVISN procedures, shippers save an estimated $ 228,120 per year
and the port operates with a 32.2% improvement in inspection efficiency. Other benefits
may be experienced by shippers, consumers, taxpayers, and the Arizona Department of
Transportation ( ADOT) as well.
It is important to note that the improvements found during the 2005- 2007 period may
have depended on not only the implementation of CVISN but also the successful
integration and cohesive operation of multiple state and federal inspection agencies
located at the key Mariposa port of entry in Nogales. If these organizations, for whatever
2
reason, are unable to continue to maintain this level of coordination, then the observed
improvements may not be consistently achieved in the future.
The following four steps are recommended to further improve operational effectiveness
at the Nogales port of entry:
• Use the evaluation results to establish performance benchmarks. The results
provide a quantitative baseline of gradually improving performance against which
future performance targets and results can be compared.
• Use the evaluation results to plan inspection operations. The results reveal a
predictable pattern of total inspection traffic as well as a consistent percentage of
vehicles that require physical inspections.
• Implement a continuous evaluation process. The continuous evaluation of
inspection performance at the port of entry will document the importance of
CVISN and identify opportunities for improvement.
• Implement an evaluation- driven data collection protocol. The collection of
specific data elements that will address predetermined evaluation questions will
increase the benefit produced by data collection efforts.
3
1. INTRODUCTION
Commercial vehicle information systems and networks are the intelligent transportation
systems that support commercial vehicle operations ( CVO).
This research report begins with a summary of how the evolution of federal commercial
motor vehicle law resulted in a congressional mandate for the development of CVISN.
Then, the Federal Highway Administration’s conceptualization of the development and
implementation of CVISN is described, followed by an outline of the specific
information systems, operational capabilities, implementation levels, and implementation
tasks required by CVISN.
The implementation of CVISN at the Nogales, Arizona, port- of- entry ( POE) is described,
including the specific systems that support safety information exchange, credentials
administration, and electronic screening. Then, the effectiveness of inspections is
analyzed and the results are presented along with recommendations for improvement.
4
5
2. FEDERAL COMMERCIAL MOTOR VEHICLE LAW
The evolution of federal commercial motor carrier law played an important role in the
development of CVISN. As commercial motor vehicles became prevalent in the early
1900s, laws were established to prevent monopolies. Then in the 1980s, laws were
enacted to deregulate the trucking industry as well as improve the safety of commercial
motor vehicles and drivers. In 1995, federal law mandated the development of a plan to
create and maintain an information system that integrated various commercial motor
vehicle data sources. And in 1999, federal law created a new agency with the
responsibility for CVISN. In this section, major federal commercial motor vehicle laws
are described in more detail.
MOTOR CARRIER ACT OF 1935
The Motor Carrier Act of 19351 was primarily intended to regulate the trucking industry.
This law gave the Interstate Commerce Commission ( ICC) the authority to regulate
motor carriers and drivers engaged in interstate commerce by controlling operating
permits, establishing truck routes, and setting tariff rates and truck weights. In particular,
Section 206( A) prohibited a motor carrier from engaging in interstate commerce unless it
had been issued a Certificate of Public Convenience and Necessity by the ICC. These
regulations were intended to reduce what was believed to be “ predatory” and “ ruinous”
competition by forming trucking cartels under the supervision of the ICC. Effectively, the
regulation raised tariff rates on all interstate motor carriers and increased the difficulty of
creating or expanding motor carrier operations. This limited the number of motor carriers
operating on interstate highways and reduced the options of shippers. 2
MOTOR CARRIER ACT OF 1980
The Motor Carrier Act of 19803 removed some of the regulations imposed by the ICC.
The law prohibited a rate bureau from interfering with a motor carrier's right to publish
its own rates and eliminated several important restrictions. For example, motor carriers
were not restricted as to the commodities they could carry, the routes they could use, and
the geographic regions they could serve. Under this law, motor carriers were allowed to
price freely within a “ zone of reasonableness,” which meant that motor carriers could
increase or decrease rates from existing levels by 15% without challenge. Moreover,
motor carriers were encouraged to make independent rate filings with even larger rate
changes. As a result of this law, the number of new motor carriers operating on interstate
highways increased dramatically, especially low- cost, non- union carriers. 4
1 The Motor Carrier Act of 1935 ( Public Law 74- 255, 49 Stat. 543)
2 Breyer, Stephen G. Regulation and Its Reform. Cambridge MA: Harvard University Press, 1982.
3 P. L. 96- 296, 94 Stat. 793.
4 Moore, Thomas Gale. Trucking Deregulation. The Concise Encyclopedia of Economics. 1st. ed.
http:// www. econlib. org/ Library/ Enc/ TruckingDeregulation. html. Accessed July 16, 2008.
6
COMMERCIAL MOTOR VEHICLE SAFETY ACT OF 1986
The Commercial Motor Vehicle Safety Act of 19865 established standards for
commercial driver’s licenses and created requirements for motor carriers, operators, and
vehicles. This law prohibited motor carriers from allowing operators to operate a
commercial motor vehicle who had more than one driver’s license ( multiple driver’s
licenses allowed operators to conceal violation histories from carriers and enforcement
officials) or who did not have a valid driver’s license. Likewise, this law prohibited motor
carrier operators from having more than one driver’s license. The act also required an
operator who was convicted of a moving violation to notify his or her employer as well as
the state that issued his or her driver’s license. Finally, the act required that trucks and
truck tractors manufactured after 1980 to have operational brakes on all wheels.
DEPARTMENT OF TRANSPORTATION AND RELATED AGENCIES
APPROPRIATIONS BILL OF 1995
The Department of Transportation and Related Agencies Appropriations Bill of 19956
called for the development of a commercial vehicle information system that would enable
or promote:
• Targeting specific vehicles for inspection.
• Improving safety rating accuracy.
• Verifying compliance order completion.
• Enforcing registration denials.
• Increasing inspection effectiveness.
The bill also required the Federal Highway Administration ( FHWA) to submit a report to
Congress detailing how and when FHWA would design, deploy, and maintain a
commercial vehicle information system, including:
• Objectives and milestones for system development and implementation.
• Stakeholder, technical, and financial constraints.
• Incorporation of intra- and interstate driver and vehicle data.
• Discussion of mandatory transponders in commercial vehicles.
• Accommodation of foreign drivers and vehicles.
MOTOR CARRIER SAFETY IMPROVEMENT ACT OF 1999
Most recently, the Motor Carrier Safety Improvement Act of 19997 was signed into law
on December 9, 1999. The purposes of the act were to:
5 P. L. 99- 570, 100 Stat. 3207.
6 P. L. 103- 331, 108 Stat. 2471.
7 P. L. 106- 159, 113 Stat. 1766.
7
• Create the Federal Motor Carrier Safety Administration ( FMCSA); and
• Reduce the number and severity of large- truck- involved crashes.
Once created, FMCSA assumed responsibility for CVISN. So while FHWA played a
significant role in the creation of CVISN and figures prominently in this report, CVISN is
now a program of FMCSA.
Thus, federal commercial motor vehicle laws responded to emerging needs existing in the
trucking industry. Initial federal motor vehicle laws were intended to regulate
competition in the trucking industry. Subsequent laws relaxed the regulations and focused
on improving the safety of commercial motor vehicles and drivers. The data generated by
the increased safety requirements remained divergent until recent federal commercial
motor vehicle law required the development of a network that would integrate and
synthesize these data into commercial vehicle information system.
8
9
3. THE CVISN CONCEPTUALIZATION
In response to the Department of Transportation and Related Agencies Appropriations
Bill of 1995, the FHWA prepared a report8 that addressed issues in the development of a
commercial vehicle information system and how such a system could be made
operational. The cornerstone of a commercial vehicle information system is the
underlying data, how they are collected, and how they are distributed. The proposed
CVISN was predicated on the expectation that data will be accessed and reported on a
timely rather than a real- time basis. That is, data will be collected and distributed
frequently, on a batch basis, rather than being continually and instantaneously available.
The remainder of this section summarizes the FHWA conceptualization of the
development and implementation of CVISN.
INSPECTIONS AND SAFETY RATINGS
Specific vehicles are most often targeted for inspection based on the carrier because
carrier safety management policies have a strong influence on driver behavior and vehicle
maintenance; because more comprehensive information exists for carriers than individual
drivers or vehicles; and carriers are responsible for the performance of their drivers and
vehicles. Nevertheless, individual driver or vehicle characteristics ( e. g., out- of- service
orders) may warrant an inspection regardless of the carrier history. During the 1992 and
1993 calendar years, 820,553 drivers were inspected 1,239,557 times. About two- thirds
( 69.9%) were inspected only once in that two- year period, but some drivers were
inspected 10 or more times. Alternatively, an active Commercial Vehicle Safety Alliance
( CVSA) 9 decal on a vehicle decreases the likelihood that the vehicle will be selected for
inspection.
Carrier safety ratings are a function of the data collected during compliance reviews,
roadside inspections, accident reports, and traffic stops. Because carrier safety ratings
influence the likelihood of subsequent reviews and inspections, the accuracy and
timeliness of the original data is paramount. Handheld and other locally operated
computers are used to ensure that data collected on a particular driver or vehicle is
8 Report to Congress from the Administrator of the Federal Highway Administration. Providing Carrier-,
Driver-, and Vehicle- Specific Information to the Roadside. Washington, DC, 1995. Also available online
at: http:// cvisn. fmcsa. dot. gov/ downdocs/ cvisndocs/ 1_ general/ omc23aug. pdf. Accessed July 16, 2008.
9 CVSA is an international not- for- profit organization comprised of local, state, provincial, territorial, and
federal motor carrier safety officials and industry representatives from the United States, Canada, and
Mexico. Their mission is to promote commercial motor vehicle safety and security by providing leadership
to enforcement, industry, and policy makers. CVSA member jurisdictions are represented by various
departments of transportation, public utility and service commissions, state police, highway patrols and
ministries of transport. In addition, CVSA has several hundred associate members who are committed to
helping the alliance achieve its goals: uniformity, compatibility, and reciprocity of commercial vehicle
inspections, and enforcement activities throughout North America by individuals dedicated to highway
safety and security. http:// www. cvsa. org/ about/ index. aspx. Accessed July 16, 2008.
10
associated with the correct carrier and to reduce data entry delays, errors, and costs.
Inspection officers are interested in the accuracy of safety ratings because carriers with
inaccurately low rates may experience fewer inspections than warranted. Likewise,
carriers are also interested in the accuracy of safety ratings because carriers with
inaccurately high rates may experience unnecessary inspections and resulting delay.
OUT- OF- SERVICE ORDERS AND REGISTRATION DENIALS
One possible outcome of a compliance review, roadside inspection, accident report, or
traffic stop is that a driver or vehicle is placed out of service until the deficiency is
corrected. The enforcement of out- of- service orders is important to encourage
improvements in deficient drivers and vehicles and to protect the public from imminently
dangerous drivers and vehicles. The commercial vehicle information system would be
used to create out- of- service orders by enforcement officers at the time and place the
driver or vehicle is originally placed out of service. The system would also be used by
enforcement officers during subsequent inspections to determine the existence and status
of out- of- service orders. Finally, the system would be used by drivers, carriers, and third
party repair facilities to determine the requirements and status of out- of- service orders.
Motor carriers with poor safety records may be denied vehicle registrations based on their
Safety Status Measurement System ( SafeStat) score. SafeStat is a data- driven algorithm
developed by the U. S. Department of Transportation’s Volpe National Transportation
Systems Center. 10 The relative safety of a motor carrier is reflected in its SafeStat score,
which provides an objective, accurate, and efficient method for capturing a variety of
safety factors. Although the denial of a vehicle registration is a bureaucratic process,
enforcement officers and SafeStat scores have an interdependent relationship. SafeStat
scores can only be as reliable as the data that are collected by enforcement efforts and
reported into the commercial vehicle information system. Similarly, the efficiency and
effectiveness of enforcement efforts depend on the reliability of the SafeStat scores.
OBJECTIVES AND CONSTRAINTS
The development of the commercial vehicle information system began with the
identification of objectives and milestones which were consonant with the National ITS
( Intelligent Transportation Systems) program plan and the CVO ( Commercial Vehicle
Operations) program plan. These two plans were also being prepared at the time CVISN
was being developed. The primary objectives were to implement intelligent
transportation system and commercial vehicle operations user services, improve
commercial vehicle operations efficiency and effectiveness, promote consistency among
processes and data, and improve the availability of timely, accurate information. The
major milestones included the development of preliminary CVISN architecture in 1995,
pilot testing in up to six states in 1996, and complete national deployment by 2000.
10 Sienicki, D. “ Analysis and information online: An intranet application.” Public Roads 62: 61- 62, March/ April
1999.
11
The primary constraints of CVISN are stakeholders, technology, and financial
motivation. Stakeholders ( e. g., governments, carriers, drivers, and service providers)
must be willing to express their requirements, understand the requirements of other
stakeholders, and collaborate on mutually beneficial outcomes. The primary technical
considerations are data and how they are communicated. Data standards for electronic
data interchange ( EDI) and electronic funds transfer ( EFT) must be common among all
stakeholders. Passwords and encryption tools were identified as ways to protect data
integrity and privacy. Perhaps most fundamentally, the effect of CVISN on the revenues
and expenses of stakeholders ( both public and private sector) and their respective
individual or organizational goals was recognized as a critical constraint.
DATA COLLECTION AND USE
CVISN was to be populated with driver and vehicle data through its pilot implementation
in select states in 1995 and 1996 and through its final implementation at a national level
by 2000. The driver, vehicle, and carrier safety and compliance data were to be
propagated throughout CVISN over the Information Exchange System ( IES) from
electronic files in the Motor Carrier Management Information System ( MCMIS),
SafetyNet ( a computer system used by states participating in the Motor Carrier Safety
Assistance Program ( MCSAP) and by the Federal Motor Carrier Safety Administration),
and the Commercial Driver’s License Information System ( CDLIS). Data would also be
reported on intrastate carriers operating in the pilot states during pilot testing and on
intrastate carriers operating in all states during the final implementation at a national
level.
Transponders11 would provide a means for data on vehicles and carriers to be
electronically transmitted to appropriately equipped checkpoints at mainline speeds.
Based on these data, the vehicle may be required to stop for an inspection or allowed to
pass. The purchase of transponder transmitters by carriers and of receivers by states
would be voluntary, but would benefit both parties. For example, transmitters would
reduce the uncertainty of inspection times for carriers, and receivers would reduce
congestion around state checkpoints by reducing the number of vehicles required to stop.
In addition to transponders, smart cards12 were recognized as an electronic means to
verify driver credentials at checkpoints. Together, transponders and smart cards represent
a collective way to increase the speed and accuracy of data collection from drivers and
vehicles.
11 A transponder is a wireless communications, monitoring, or control device that picks up and
automatically responds to an incoming signal.
http:// searchmobilecomputing. techtarget. com/ sDefinition/ 0,, sid40_ gci213219,00. html. Accessed July 16,
2008.
12 A smart card resembles a credit card in size and shape, but the inside of a smart card usually contains an
embedded microprocessor. http:// computer. howstuffworks. com/ question332. htm. Accessed July 16, 2008.
12
The development and implementation of CVISN would recognize the need to
accommodate data collected from foreign drivers and vehicles, even though neither may
be registered with U. S. authorities. Currently, the MCMIS contains data collected in the
United States from foreign carriers and this data would be included in CVISN.
Ultimately, CVISN would be expanded to allow access to and access by authorities and
carriers in Canada and Mexico. The collection of data from foreign drivers and vehicles
is especially important to maintaining national security without hindering opportunities
for economic growth with Canada and Mexico. The travel of foreign drivers and freight
through the United States presents several issues ( e. g., citizenship, work authorization,
tariffs, and taxes) that intersect with CVISN and how it could be utilized.
The effectiveness of commercial vehicle inspections should be increased with the
implementation of a commercial vehicle inspection system. Such a system would
increase ability of enforcement officers to execute and monitor out- of- service orders,
which increases the reliability of carrier safety ratings. Carriers should be motivated to
monitor their safety ratings and report discrepancies so that their drivers and vehicles are
not subject to a higher likelihood of inspection and the resulting delays. The accuracy and
timeliness of other types and sources of commercial vehicle data are also paramount.
Delays and errors in data collection and reporting would be reduced with mobile or
handheld technology that electronically transmits data to the larger system, and the same
technology would allow enforcement officers to access carrier data in a timely manner.
13
4. THE CVISN IMPLEMENTATION
The primary objective of the Commercial Vehicle Information Systems and Networks
( CVISN) program is to implement information systems that support safety information
exchange, credentials administration, and electronic screening. 13 CVISN is not a new
information system, but rather the integration of information systems at the national,
state, and local levels. Once these information systems are able to communicate, they
have the operational capability to exchange safety, credential, and electronic screening
data.
States may implement CVISN with basic operational capabilities ( Level 1) or with
advanced operational capabilities ( Level 2). And in order to implement CVSIN, states
must accomplish the tasks of system coordination, development, and modification. In this
section, each of these aspects of CVISN implementation is discussed in more detail.
INFORMATION SYSTEMS
The core infrastructure of CVISN requires several information systems operating at the
interstate and national levels to manage safety and credential data. Safety data are
managed in the MCMIS and the Automated Safety Assessment Program ( ASAP), and
snapshots of safety data are produced by the Safety and Fitness Electronic Records
( SAFER) System for distribution to state systems. The CDLIS contains commercial
driver data and the National Motor Vehicle Title Information System ( NMVTIS) contains
commercial vehicle data. Base state agreement data for interstate carrier vehicle
registration and fuel taxation are administered through the International Registration Plan
( IRP) and International Fuel Tax Agreement ( IFTA) clearinghouses.
Information systems operating at the state level provide transaction support for carriers
and enforcement officers. Safety inspection data are reported through the SAFETYNET
and ASPEN systems. SAFETYNET is a database management system for inspection,
crash, compliance review, assignment, and complaint data. ASPEN is an application that
collects inspection details and electronically transfers that information to SAFER and
SAFETYNET.
The Commercial Vehicle Information Exchange Window ( CVIEW) system generates
portions of the interstate carrier, vehicle, and driver snapshots. A credential interface ( CI)
system provides a single point of interface for credential transactions. Electronic
screening requires short range communication ( DSRC) systems to utilize transponders
and weigh- in- motion ( WIM) scales to capture vehicle weights.
13 Richeson, K. E. Introductory Guide to CVISN. POR- 99- 7186. Laurel, MD: Johns Hopkins University,
2000.
14
Carrier information systems complement those at the intra- and interstate levels. Carriers
report safety compliance information through the Automated Safety Assessment Program
Motor Carrier Data Collection ( ASAP MCDC) system. Dedicated applications such as
Carrier Automated Transaction ( CAT) systems communicate via EDI standards and
allow carriers to obtain credentials, file fuel tax returns, and register vehicles. Secure
transactions via the Internet may allow carriers to access government or commercial web
sites to perform the same functions without the need for a dedicated application.
Electronic screening is supported with onboard information systems that transmit data via
DSRC to inspection station systems. Finally, carriers may automate other elements of
fleet and freight management such as hazardous materials control and fleet maintenance.
OPERATIONAL CAPABILITIES
The exchange of motor carrier safety information begins with the collection of data
during roadside inspections and at weigh stations. Inspectors within a given state use the
ASPEN system to prepare inspection reports and forward them to that state’s CVIEW
system. Likewise, data collected from transponders and WIM scales are transmitted to
that state’s CVIEW system. At the state level, inspection reports and compliance reviews
are compiled in the state’s SAFETYNET and transmitted to the state- level CVIEW for
intrastate use and to the SAFER system for interstate use. At the national level, the
SAFER system creates carrier and vehicle standardized snapshots of safety information
based on data stored in MCMIS and from states’ SAFETYNET and CVIEW systems.
These snapshots are then distributed for use by states and roadside inspectors.
The exchange of motor carrier credential information begins with the collection of data
from motor carriers as they apply and pay for licensing, permitting, and insurance
credentials using a CAT system or some other interface with agencies that provide these
credentials. Because carriers, credentialing, and financial agencies are likely to use
different hardware and software systems, states must ensure that these systems support
EDI standards. States themselves must support EDI standards because base state
agreements require the communication of carrier credentials between states. Under these
agreements, an interstate motor carrier secures all of its credentials from a single base
state and then that state transmits those credentials and any associated revenue payments
( e. g., fuel taxes) to other states in which that carrier operates.
The exchange of electronic screening information begins with the collection of data from
a vehicle transponder as it approaches a weigh station. The roadside operations computer
( ROC) uses this information to automatically retrieve a snapshot of safety and credential
information about the carrier and vehicle. In addition, WIM scales collect axle and total
vehicle weights and together with the safety and credential information the ROC
determines whether or not the vehicle is required to stop.
If a vehicle has appropriate safety, credential, and weight information, then its
transponder is sent a signal that allows the driver to continue past the station. If a vehicle
15
does not have appropriate safety, credential, and weight information ( or if the vehicle is
randomly selected), then its transponder is sent a signal that requires the driver to stop at
the station for manual inspection of the vehicle.
IMPLEMENTATION LEVELS
A Level 1 CVISN implementation results in basic operational functionality in the three
capability areas. States with a Level 1 implementation have the capability to exchange
safety information by accessing data and reporting inspection results on the ASPEN
system, accessing and storing carrier and vehicle snapshots on the CVIEW system, and
connecting to the SAFER system to share snapshots with other states. States also have the
capability to administer credentials by connecting to the IRP and IFTA clearinghouses, to
process at least 10% of IRP and IFTA transactions electronically, as well as the readiness
to electronically administer other credentials ( e. g., permits). The final capability of a
Level 1 implementation is the utilization of electronic screening of at least one inspection
site and the readiness to utilize electronic screening at other inspection sites.
The implementation of Level 2 CVISN results in advanced operational functionality in
the three capability areas. States with a Level 2 implementation have the capability to
exchange safety information with electronic collection of crash and citation data from at
least 10% of enforcement officers, voluntarily participate in ASAP by at least 10% of
carriers, and electronically monitor onboard safety conditions. In addition, states have
enhanced credential administration capabilities such as electronic processing of
payments, electronic issuance of all credentials ( i. e., paperless vehicles), and electronic
processing of at least 50% of credential transactions. Level 2 electronic screening
involves functional interoperability among screening programs, implementation at all
major weigh stations and inspection sites, and the readiness to replicate at all sites.
IMPLEMENTATION TASKS
States must perform three tasks to accomplish a core deployment of CVISN. Initially,
coordination must be provided by three areas. First, the CVISN program formation is
coordinated by the formation of a CVO working group ( including motor carriers)
according to the CVO business plan. Second, program management coordination is
provided by the program manager, system architect, and program administrator according
to the state CVISN program plan. Finally, system engineering is needed to coordinate the
development of a top- level system design to support required business processes, the
development of technical specifications for all subsystems ( including EDI transactions),
the development and implementation of comprehensive integration and testing efforts,
and the design to of networks and communications to link all of the subsystems.
The second task for states is to acquire or develop new systems to collect, store, and
communicate commercial vehicle data if these systems are not already in place, and
provide end- user training on these systems. The requisite hardware and communication
systems are needed for states to utilize the ASPEN system. Likewise, states need to
16
acquire the hardware, software, and communication interface needed to utilize the
CVIEW system. To fully engage motor carriers, states must develop or acquire carrier
automated transaction ( CAT) software and credentialing interface ( CI) hardware,
software, and communication linkages that allow EDI transactions for exchanging data.
To accommodate transponders, states must develop or acquire the hardware, software,
and communication support for dedicated short range communication ( DSRC) standards.
Finally, states must modify four existing systems so that they will interface with the
newly developed systems. Network and communication systems need to be modified so
that all of the subsystems are connected. The IRP legacy system must be modified to
accept supplemental and renewal transactions from the credentialing interface and to
connect with the IRP clearinghouse. Similarly, the existing IFTA system must be
modified to accept supplemental and renewal transactions and quarterly tax reports from
the credentialing interface and to connect with the IFTA clearinghouse. Lastly, legacy
weigh stations must be modified in three ways: scales and signage need to be adapted to
interface with the e- screening system; power and communication facilities need to be
expanded and improved; and traffic lanes may need to be reconfigured for e- screening.
Once the three deployment tasks have been completed, then states have core CVISN
capabilities in four system areas. Most fundamentally, all systems will support EDI for
communicating data. More specifically, the SAFER system will support the storage and
exchange of carrier and vehicle data, vehicle and driver inspection report data, carrier
profile data, and compliance, crash, and enforcement data. The IRP clearinghouse will
perform remittance netting, use the banking system for electronic funds transfer, and will
accept recap data from states. The IFTA clearinghouse will accept transmittal and profile
data from states, provide resources ( e. g., IFTA manuals, tax rate matrices, news, and
calendar information), and generate reports. Finally, the licensing and insurance system
will provide data to the SAFER system for licensing and insurance snapshots.
17
5. THE ARIZONA CVISN IMPLEMENTATION
The Arizona CVISN implementation includes Nogales port of entry ‘ superbooths’
equipped with all of the requisite communication capabilities to interact with the
designated ITS networks. As a commercial vehicle approaches the inspection queue, an
inspection officer accesses safety, credential, and electronically screened data and
determines whether or not a physical inspection of the vehicle should be undertaken. If
the vehicle is not selected for a physical inspection, then it is released. If the vehicle is
selected for a physical inspection, then it is directed to the required inspection stations
where officers electronically access previous reports and file new reports.
A number of other inspection technologies are utilized in addition to CVISN, including
slow speed weigh in motion ( SSWIM) scales, cameras, and dynamic message signs. In
this section, the three CVISN operational capabilities are described as they have been
implemented in Arizona. 14
SAFETY INFORMATION EXCHANGE
Querying and creating inspection reports are common forms of safety information
exchange for Arizona commercial vehicle operations. An inspection report query is
initiated when roadside officers use the ASPEN program to submit a query to SAFER’s
mailbox for all inspections tied to specific DOT numbers. SAFER then retrieves the
query from its mailbox, processes the query, and retrieves relevant reports from data
storage. An inspection report is created when roadside officers use ASPEN to submit a
report to SAFER’s mailbox. SafetyNet then retrieves the inspection report from SAFER
and verifies the assigned DOT numbers and other data.
Once verified, SafetyNet transmits the verified report to MCMIS, which updates carrier
summary information, computes carrier safety statistics, and transmits updated snapshot
segments to SAFER on a batch basis.
Querying and maintaining carrier and vehicle snapshots are another common form of
safety information exchange for Arizona commercial vehicle operations. Similar to an
inspection report query, a snapshot query is initiated by roadside officers through
SAFER, which receives, processes, and responds to the snapshot query. Snapshots are
maintained with inspection report data as well as data from other systems.
The Arizona title and registration database provides carrier and vehicle identifiers, census
and registration data, and check flags to the Arizona CVIEW. Likewise, the Tax and
Revenue Group Automated Transaction System ( TARGATS) database transmits carrier
IFTA identifier and registration information as well as check flags to Arizona CVIEW.
14 Arizona Department of Transportation. CVISN Interoperability Test Plan. Phoenix, AZ: Arizona
Department of Transportation, 2003. Also available online at:
http:// cvisn. fmcsa. dot. gov/ Deployment/ AZ_ CVISN_ Test_ Plan. doc.
18
Arizona CVIEW subsequently transmits snapshot data to SAFER on a batch basis, where
it is merged with data transmitted by other states to SAFER.
CREDENTIALS ADMINISTRATION
Commercial carriers apply for registration renewal using a web browser and MVS
Express. MVS Express15 queries VISTA and PRISM16 and reports back to the carrier any
flags or conditions related to the registration renewal. Once acknowledged by the carrier,
VISTA prepares an electronic invoice and the carrier submits electronic payment. VISTA
then authorizes the credentials and carriers may then print cab cards locally.
On a nightly basis, VISTA transmits updated data to the title and registration database,
the title and registration database transmits the updated data to Arizona CVIEW, and
Arizona CVIEW transmits the updated data to SAFER. On a daily basis, VISTA receives
updated data from PRISM and sends updated data to the IRP Clearinghouse. And finally,
on a monthly basis the IRP Clearinghouse distributes payments to other jurisdictions.
Commercial carriers submit fuel tax reports by using a web browser to access the IFTA
system. The IFTA system validates the account number, confirms the report accuracy,
and then notifies the carrier of or credit due or taxes owed, including any penalties and
interest. If taxes are owed, then the carrier submits payment to ADOT. If there is a credit
due, then the carrier may request a refund or apply the credit balance to a future payment.
On a nightly basis, the IFTA system transmits updated data to the TARGATS database,
the TARGATS database transmits updated data to CVIEW, and CVIEW transmits
updated data to SAFER. Tax report data is then available to roadside officers to query in
a snapshot format. In addition, current tax report data is transmitted on a nightly basis to
the PrePass system to support the electronic screening of credentials.
ELECTRONIC SCREENING
Electronic screening is initiated when a commercial vehicle equipped with a transponder
approaches the electronic screening area at an inspection station. Once the vehicle is in
range, the transponder ID associated with the vehicle is transmitted from the on- board
DSRC transponder to the roadside screening system and the ID is correlated with weight
information as well as carrier and vehicle snapshot data. The inspection officer may use
this information, as well as additional information available at the inspection station, to
either allow the vehicle to pass or require the vehicle to stop for a physical inspection.
The screening decision is communicated back to the vehicle and displayed to the driver
on the transponder. Subsequently, SAFER receives updated interstate credential
snapshots from Arizona CVIEW as well as completed inspection reports from ASPEN.
15 MVS Express is the trade name of software that processes, tracks and issue motor carrier credentials.
http:// www. mvsexpress. com/. Accessed July 16, 2008.
16 VISTA and PRISM are software applications in use at the Nogales POE.
19
6. EVALUATION OF THE
ARIZONA CVISN IMPLEMENTATION
The Arizona CVISN implementation at Nogales should result in an increase in efficiency
with which vehicles are inspected. The integration of multiple data sources to support
safety, credentialing, and electronic screening decisions should result in an increase in the
percentage of commercial vehicles that are cleared at the superbooths.
The remainder of this research report focuses on the methods and results of an evaluation
of the Arizona CVISN implementation.
METHOD
The data for the evaluation consisted of daily counts of the number of commercial
vehicles processed and cleared at the Nogales port of entry during 2005- 2007.
These data were subjected to a series of analyses to reveal any statistically significant
differences. The data and analyses are described in detail below.
Data
Data were collected by inspection officers on a daily basis at the superbooths during the
calendar years 2005- 2007. These data included the overall quantity of commercial
vehicles that were processed, and the number of those commercial vehicles that were
cleared for entry.
The data were aggregated by month and the percentages of commercial vehicles that
were cleared for entry were computed.
During 2005, the superbooths processed an average of 18,321 commercial vehicles per
month and cleared an average of 15,222 commercial vehicles per month ( see Table 1 and
Graph 1 on the following page).
The percent of cleared vehicles ranged from 79.3% ( February) to 92.3% ( September) and
averaged 84.1% for the year.
20
Table 1. 2005 Inspection Data
Month Cleared Total Percent
Jan 18,075 22,725 79.5
Feb 16,874 21,273 79.3
Mar 19,772 24,429 80.9
Apr 17,939 21,528 83.3
May 18,352 22,074 83.1
Jun 15,644 19,435 80.5
Jul 9,248 10,549 87.7
Aug 11,793 13,040 90.3
Sep 9,339 10,113 92.3
Oct 11,975 13,883 86.3
Nov 14,771 17,492 84.4
Dec 18,884 23,310 81.0
Average 15,222 18,321 84.1
Graph 1. 2005 Inspection Data
0
5,000
10,000
15,000
20,000
25,000
30,000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Month
Vehicles
Cleared Total
21
During 2006, the superbooths processed an average of 18,482 commercial vehicles per
month and cleared an average of 15,871 commercial vehicles per month ( see Table 2 and
Graph 2). The percent of cleared vehicles ranged from 83.2% ( January) to 89.3% ( April)
and averaged 85.6% for the year. Compared to 2005, the superbooths not only processed
more commercial vehicles but also had a higher clearance rate.
Table 2. 2006 Inspection Data
Month Cleared Total Percent
Jan 21,295 25,593 83.2
Feb 20,088 23,637 85.0
Mar 21,966 24,948 88.0
Apr 19,367 21,678 89.3
May 20,834 23,407 89.0
Jun 16,212 19,103 84.9
Jul 7,092 8,507 83.4
Aug 9,189 10,767 85.3
Sep 8,916 10,590 84.2
Oct 12,119 14,502 83.6
Nov 16,011 19,179 83.5
Dec 17,357 19,877 87.3
Average 15,871 18,482 85.6
Graph 2. 2006 Inspection Data
0
5,000
10,000
15,000
20,000
25,000
30,000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Month
Vehicles
Cleared Total
22
During 2007, the superbooths processed an average of 16,723 commercial vehicles per
month and cleared an average of 14,401 commercial vehicles per month ( see Table 3 and
Graph 3). The percent of cleared vehicles ranged from 81.6% ( January) to 88.7% ( April)
and averaged 86.3% for the year. Compared to 2005 and 2006, the superbooths processed
and cleared fewer commercial vehicles but had a higher clearance rate.
Table 3. 2007 Inspection Data
Month Cleared Total Percent
Jan 17,512 21,456 81.6
Feb 17,172 20,363 84.3
Mar 17,143 19,707 87.0
Apr 14,642 16,511 88.7
May 18,153 21,001 86.4
Jun 15,134 17,767 85.2
Jul 10,081 11,597 86.9
Aug 12,156 14,053 86.5
Sep 9,502 10,825 87.8
Oct 13,655 15,695 87.0
Nov 13,589 15,590 87.2
Dec 14,067 16,141 87.2
Average 14,401 16,723 86.3
Graph 3. 2007 Inspection Data
0
5,000
10,000
15,000
20,000
25,000
30,000
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Month
Vehicles
Cleared Total
23
Thus, the number of commercial vehicles processed by the superbooths varied during
2005- 07 and was likely driven by a variety of external forces ( e. g., market conditions).
Regardless of the number of commercial vehicles that are processed, increases in
operational effectiveness would be characterized by increases in the percentage of
vehicles that are cleared by the superbooths. Accordingly, the analyses will focus on the
percentage rather than the number of cleared commercial vehicles.
Analyses
The percentages of commercial vehicles cleared for entry during 2005- 2007 were
subjected to a series of t- tests to detect statistically significant differences. Because it is
predicted that there will be a statistically significant increase in the average percent of
commercial vehicles cleared for entry, rather than any difference including a statistically
significant decrease, a ‘ one- tail test’ is appropriate. ‘ One tail’ refers to the cumulative
probability under one half of the normal distribution ( the tip of which looks like a tail).
A one- tail test is used when the prediction includes the direction of difference. It is a
more stringent test than a two- tail test. In this study, it was not just predicted that post-
CVISN vehicle clearance would change ( increase or decrease). Rather, it was predicted
that that the post- CVISN clearance would not only change but would increase.
RESULTS
The results of the t- tests are reported below for the three possible combinations of years,
including the sample means, t statistics, and p values. The results were considered
statistically significant at or beyond p < .05.17
2005- 2006 Clearance
The first t- test was of the clearance percentages for the years 2005 and 2006. As is
indicated in Table 4, the average difference in percentages of commercial vehicles
cleared for entry did increase, but this increase did not rise to a level of statistical
significance beyond p < .05.
Table 4. t- test of 2005 and 2006
2005 2006
Mean 84.1 85.6
Variance 18.5 5.2
n 12 12
df 11
t Statistic - 0.96
p 0.18
17 Meaning there is less than a 5% chance that the result is random.
24
2006- 2007 Clearance
The second t- test was of the clearance percentages for the years 2006 and 2007. As
indicated in Table 5, the average difference in percentages of commercial vehicles
cleared for entry did increase, but this increase did not rise to a level of statistical
significance beyond p < .05.
Table 5. t- test of 2006 and 2007
2006 2007
Mean 85.6 86.3
Variance 5.2 3.4
n 12 12
df 11
t Statistic - 1.1
p 0.14
2005- 2007 Clearance
The third t- test was of the clearance percentages for the years 2005 and 2007. As
indicated in Table 6, the average difference in percentages of commercial vehicles
cleared for entry did increase, and this increase did rise to a level of statistical
significance beyond p < .05.
Table 6. t- test of 2005 and 2007
2005 2007
Mean 84.1 86.3
Variance 18.5 3.4
n 12 12
df 11
t Statistic - 2.1
p 0.03
Thus, the clearance percentages increased each year and over the three- year period this
increase proved to be statistically significant. In addition, the variance among the
monthly percentages consistently decreased over each of the three years.
25
7. CONCLUSIONS
CVSIN increased the operational effectiveness of commercial vehicle inspections at the
Nogales port of entry. The number of commercial vehicles processed by the superbooths
will naturally vary from year to year depending on market conditions, and the number of
commercial vehicles will naturally vary from month to month depending on the season.
These variations notwithstanding, the percentage of commercial vehicles cleared for
travel increased each year, and the increase between 2005 and 2007 proved to be
statistically significant. In addition to this primary conclusion, other empirical and logical
conclusions can also be drawn and are described below.
CVISN increased the seasonal consistency of commercial vehicle clearances. The results
contained in Table 1 indicate that there was a 13.0% range in the percent of vehicles
cleared by the superbooths. The standard deviation of the average clearance percentage in
2005 was 4.3 vehicles ( the standard deviation is the square root of the variance contained
in Table 4). These two measures are consistent with Graph 1, which reflects a narrower
gap between cleared and total vehicles during the lower volume months of summer than
the high volume of months of late winter and spring.
By 2006 the range had dropped to 6.1% and the standard deviation had dropped to 2.3
vehicles. The consistency of this gap is depicted in Graph 2. In 2007 the range was 7.1%
and the standard deviation had dropped to 1.8 vehicles ( see also Graph 3). This increase
in seasonal consistency results in a more uniform experience for shippers and supports
more predictable management decisions at the port of entry.
CVISN increased the cost savings for shippers who used the Nogales port of entry in
2007 by an estimated $ 228,120 by clearing an additional 3,802 commercial vehicles that
would have otherwise been subjected to a physical inspection. The additional number of
cleared vehicles was computed as the 2.2% change in the average clearance percentage
from 2005 to 2007, multiplied by the 14,401 average number of vehicles cleared per
month in 2007, multiplied by the 12 months ( 2.2% x 14,401 x 12).
The cost savings were computed as the 3,802 additionally cleared vehicles, multiplied by
the 60 average number of minutes required for an inspection, multiplied by the $ 1
average cost per minute18 to operate a commercial vehicle ( 3,802 x 60 x $ 1).
In addition to the savings enjoyed by the commercial users of the POE, the taxpayers of
Arizona also benefit by the increased productivity of POE employees. Because the new
procedure enables each employee to accomplish more, the POE operates with fewer staff
hours than would be required using the older methods. That is, the new procedure
18 Federal Highway Administration. CVISN Deployment Program: Benefits of CVISN Level 1 Deployment.
Washington, DC, 2001.
26
reduced the need to take on more staff. Given the data in this study, it is estimated that
two more full- time employees would have been required under the old methods.
By way of illustration, it takes an average of an hour to conduct a physical inspection, so
3,802 hours of physical inspections are being saved by CVISN. With 2,000 hours in a
work year, this equates to 1.9 full time equivalent ( FTE) employee ( 3,802 ÷ 2,000). If the
current full cost to the state of an inspector ( e. g., salary, benefits, etc.) is $ 50,000 per
year, then $ 95,000 ( 1.9 FTE x $ 50,000) per year is being saved by CVISN.
Therefore, if each of the four superbooth operators represents a cost to the state of
$ 50,000 per year, then for a staff total cost of $ 200,000 the port processes the same
amount of commercial vehicles would otherwise cost $ 295,000 to process. Thus, CVISN
has resulted in a 32.2% improvement in inspection efficiency ( 1 - ( 200 ÷ 295)).
Although not quantifiable with the data or analyses presented in this report, other benefits
can be logically attributed to truckers, the public, and ADOT. For example, both truckers
and the public benefit from a reduction in crashes resulting from improved screening and
inspections. Savings in transit time also benefit shippers ( reduced inventory cost) and the
public ( reduced shelf price). ADOT ( and Arizona taxpayers) will benefit from reduced
pavement wear caused by overweight vehicles. Finally, truckers benefit from reduced
fuel consumption while vehicles idle during inspections, and the public benefits from
reduced air pollution consequent to the reduced idling.
It is important to note that the improvements found during the 2005- 2007 period may
have depended on not only the implementation of CVISN but also the successful
integration and cohesive operation of multiple state and federal inspection agencies
located at the key Mariposa port of entry in Nogales. If these organizations for whatever
reason are unable to continue to maintain this level of coordination, then the observed
improvements may not be consistently achieved in the future.
27
8. RECOMMENDATIONS
ADOT utilizes CVISN to increase the effectiveness of commercial vehicle inspections.
The results of the evaluation indicate that the percentage of commercial vehicles that are
cleared for travel is steadily increasing. This improvement in operational effectiveness
not only validates the integration of CVISN at the Nogales port of entry but also provides
other meaningful benefits.
The following recommendations, indicated by the promising results of the evaluation,
represent some opportunities for improvement:
• Use the evaluation results to establish performance benchmarks. The results
provide a quantitative baseline of gradually improving performance against which
future performance targets and results can be compared.
• Use the evaluation results to plan inspection operations. The results reveal a
predictable pattern of total inspection traffic as well as a consistent percentage of
vehicles that require physical inspections.
• Implement a continuous evaluation process. The continuous evaluation of
inspection performance at the port of entry will document the importance of
CVISN and identify opportunities for improvement.
• Implement an evaluation- driven data collection protocol. The collection of
specific data elements that will address predetermined evaluation questions will
increase the benefit produced by data collection efforts.
DISCUSSION
The CVISN concept was the result of federal legislation that intended to integrate various
commercial vehicle data sources. This concept required the expansion of data that were
collected, the regular distribution of updated data, and the use of the data by officers.
National standards were developed for the integration of the data sources, levels of
CVISN implementation, and implementation tasks. The Arizona implementation included
safety information exchange, credentials administration, and electronic screening.
The results of the analyses support empirical and logical conclusions. CVISN does
improve the operational effectiveness of commercial vehicle operations. The percentage
of commercial vehicles that are cleared for travel is not only improving, but is also
becoming more consistent. These improvements result in measurable savings for shippers
as more vehicles are cleared for travel. Other likely benefits include increased safety,
reduced costs for shippers and consumers, and savings for taxpayers and ADOT.
The results of the analyses suggest specific recommendations for improving commercial
vehicle inspections at the Nogales port of entry. The results underscore the importance of
28
data collection as well as performance benchmarks and operational management. The
ongoing nature of the inspections provides ample data to support a continuous evaluation
process. Nevertheless, specific evaluation questions should be formulated and data
elements should be identified and collected that will address those questions.