CHAPTER 7

Expanding the TPIMS Program

This chapter focuses on decisions concerning the expansion of a TPIMS program. Its purpose is to facilitate the next steps for expanding a TPIMS program by examining successes and failures encountered with the current systems. It also serves as a reinforcement to key planning and design decisions made earlier by showing how those decisions create new opportunities for program expansion.

Generally, states have not yet begun to expand their individual TPIMS programs—either in terms of geographical coverage or operational capabilities—beyond their initial deployments. Instead, the proliferation of TPIMS programs has occurred via states starting new programs. Interestingly, in some cases, these new TPIMS programs emerged from multistate coalitions with the aim of addressing truck parking challenges on shared interstate corridors. For example, the MAASTO Regional TPIMS has been one of the largest coordinated TPIMS deployments. While Michigan and Minnesota had already implemented TPIMS separately, the introduction of TPIMS into Iowa, Indiana, Kansas, Kentucky, Ohio, and Wisconsin allowed those states to improve access to truck parking information on shared corridors such as I-94, I-70, I-90, I-80, and others.

The I-10 Corridor Coalition is another example of TPIMS expansion via a multistate coalition. The I-10 Corridor Coalition comprises DOTs from Arizona, California, New Mexico, and Texas. The I-10 Corridor Coalition TPAS project, initiated in late 2019, will implement systems at 37 public truck parking locations along the I-10 corridor across the four states. As of late 2023, the Coalition is beginning to expand to include Louisiana, Mississippi, and Alabama.

For TPIMS to expand, it is essential that it is integrated into agencies’ core planning processes and that they develop design standards that allow for efficient incremental expansion of TPIMS across their networks.

The integration of TPIMS into core planning processes can be hastened by identifying a high-level agency champion for TPIMS. Ideally, this person would be an executive-level leader who supports risk and innovation, is dedicated to the improvement of truck parking, and understands its importance. Given their visibility and influence across the agency, they can direct resources (e.g., money, people, projects) towards TPIMS, direct its integration into the agency, and ensure leadership and organizational continuity. They build and leverage longer-term risks and relationships.

Champions are also important to multistate TPIMS efforts in that they have trusted relationships across states at the executive level. The MAASTO committee structure is an example of a structured process for fostering these relationships. Having a TPIMS advocate throughout the planning process that can identify opportunities for TPIMS and encourage its consideration will help agencies expand their programs.

The remainder of this chapter discusses how elements of the Guide may be used to integrate TPIMS into the planning process, some key design considerations for expanding TPIMS, and funding opportunities for facilitating expansion. It is written for agencies that desire to expand their TPIMS in an incremental fashion, either in terms of spatial coverage (e.g., corridor by corridor) or capabilities.

Integrating TPIMS into the Planning Process

Integrating TPIMS into agency planning is essential for TPIMS expansion because the planning process is the first stage in determining future investments and where they occur. Chapter 3 of this Guide discussed several documents that support planning for TPIMS, including feasibility studies, concepts of operations, and freight plans. However, to reach its full potential, TPIMS must be recognized as a tool to apply to truck parking challenges that are identified as part of long-range planning processes. These processes should include assessing and forecasting truck parking supply and demand, as TPIMS is less valuable with insufficient capacity. Planning for adequate capacity should accompany investing in TPIMS, along with other TSMO solutions in a DOT’s “toolbox” that are potentially recommended in long-range transportation planning.

Being a relatively new technology, the full costs, impacts, and deployment lifecycles may not yet be clearly established, which act as hindrances to TPIMS being better integrated into the transportation planning process. However, as more deployments occur, these metrics will be better documented and will streamline TPIMS as an operational strategy.

Previous research offers some guidance on how TPIMS may be integrated into the planning process. NCHRP Web-Only Document 118, Part II: Incorporating ITS Into the Transportation Planning Process: An Integrated Planning Framework (ITS, M&O, Infrastructure) Practitioner’s Guidebook provided guidance on the challenges, transition strategies, and resources available to help agencies interested in adopting an integrated framework concept for ITS and planning (Mitretek Systems and PB Consult, Inc. 2002). Though operations and technology continuously evolve, its insights are still relevant.

Specifically, the 2002 Guidebook recognized the need to incorporate ITS and operations planning into the overall transportation and decision-making process, and it provided a decision-making framework for doing so. Figure 21 illustrates some key characteristics of an integrated framework for near-term management, long-term infrastructure needs and improvements, driver demand and needs, accounting for continual performance feedback, addressing technological development and penetration, and meeting all federal or other governmental requirements (Mitretek Systems and PB Consult, Inc. 2002).

The elements presented in both the previously referenced Guidebook and in this TPIMS Guide support an agency’s ability to identify and make decisions regarding the long-term infrastructure needs and improvements that are necessary for planning and expanding ITS or TPIMS. Specifically, the following three items are described here and summarized in Figure 22:

• Identify Purpose and Need. The first step described in this Guide (in Chapter 2) directs agencies to establish a purpose and need for TPIMS. The problem a TPIMS addresses is that truck drivers do not know where parking is available, and with limited truck parking capacity in the system, it is extremely challenging to plan ahead for mandated rest periods (Boris and Brewster 2016). This reduces efficiencies—e.g., as a driver may be forced to stop earlier than is optimal—and negatively impacts safety as drivers may risk an HOS violation by driving to the next parking facility, parking in an unauthorized location to meet the HOS requirement, or continuing to drive while fatigued. Identifying and documenting truck parking needs in long-range plans (e.g., Long-Range Transportation Plans and State Freight Plans) is important

• for integrating TPIMS into the planning process. These plans may be viewed as the first step towards integration as the characterization of the conditions, performance, and safety of the highway network are typical key elements. Those results are then used to identify and priortize states’ transportation investment needs of which truck parking and TPIMS may be included. Furthermore, these plans determine which projects are included in state transportation improvement programs—a necessary element for funding expanding TPIMS programs.
• Identify and Engage Stakeholders. In the Identify and Engage Stakeholders section of Chapter 2, this Guide calls for agencies to identify and engage stakeholders, including internal champions, early in the TPIMS development process. To better integrate TPIMS into the planning process, stakeholder engagement should occur on an ongoing basis, with agencies continually reaching out to the trucking industry, truck stop owners and operators, law enforcement, and communities impacted by truck parking. Long-range transportation plans, state freight plans, and truck parking studies provide good opportunities to engage stakeholders as those planning efforts tend to include stakeholder outreach components. Furthermore, they offer an opportunity to revisit initial TPIMS program objectives and approaches to determine if they are still meeting the needs of stakeholders. They also provide a foundation for future activities including expansions of TPIMS system coverage and capabilities.
• Screen Potential Sites. In the Screen and Select Eligible TPIMS section of Chapter 3, this Guide describes the screening and selection of TPIMS sites as a two-step process to be conducted at the onset of the system’s development. The first step is to identify the overarching truck parking issues that the agency is charged with addressing, while the second step is to select the eligible parking facilities that would be served by TPIMS. However, over time, the conditions that make a site more or less preferable for TPIMS may change. For example, the development of a new rail intermodal terminal or motor vehicle assembly plant would impact an agency’s decision-making on where to provide strategic coverage to freight hubs or other discrete, large generators of truck traffic. Similarly, a trend in which international trade is shifting away from one seaport to another may impact truck volumes—and associated truck parking needs—across entire corridors for a state. Conceivably, these types of trends and their implications for freight investment needs would be identified as part of a future conditions task of a long-range transportation plan, state freight plan, or other long-range planning initiative included in a state’s planning process. As such, the connection to TPIMS and its potential to offer a solution to these types of challenges should also be made.

Additionally, formalizing TPIMS as an operational strategy can also ensure that it is considered as a solution during the development of state freight plans, truck parking studies, and other long-range plans. As discussed in Chapter 2: Identifying the Purpose and Need for TPIMS, these studies are crucial for documenting the supply and demand for truck parking.

Futureproofing TPIMS

As discussed throughout this Guide, it is crucial to develop TPIMS within the systems engineering lifecycle. At the end of the systems engineering development process, it is important to consider the Retirement/Replacement stages as well. Futureproofing of TPIMS systems can ensure that TPIMS deployments are adaptable prior to their Retirement/Replacement. Some strategies that can help ensure adaptability include the adoption of scalable system architectures, modular designs, an emphasis on interoperability, encouraging API integration, and incorporating emerging industry trends and driver parking patterns.

Integration of TPIMS with other broader transportation strategies can also support system futureproofing. Examples of these strategies include TSMO, Integrated Corridor Management, electrification, advanced intermodal and logistics operations, innovations in urban freight delivery such as digitization of curb management, cooperative automation and digital infrastructure, and automated or driverless trucks.

Scalable Design

While agencies using this Guide may be developing an initial TPIMS deployment, successful projects could lead to the desire to expand, implementing a network of TPIMS sites for broader coverage. To achieve scalability, it is essential for agencies to consider how these initial designs can be adapted for cost-effective expansion.

Scalability refers to the ability of an agency to take a solution developed for one site or corridor and effectively apply it to other sites or corridors on their network. Chapter 2 discouraged agencies from attempting to deploy solutions developed for other states without first assessing compatibility with existing data management systems and communications infrastructure and the ability to meet the agency’s needs, standards, and practices. However, tailoring TPIMS to the unique needs, standards, and practices of an agency does not preclude scalability. As with much of ITS, the incremental cost of adding equipment or new installations rapidly decreases after the first.

Regarding interoperability among regional partnerships, a tailored approach within one agency also does not preclude scalability across multiple jurisdictions. Adopting a tailored but modular approach and standard data exchange protocols not only benefits one agency but also helps ensure interoperability across jurisdictions. For instance, an agency may be expanding its system statewide using a variety of detection technologies tailored for each location, but the backend data management system can accommodate all locations, and the external standard data interfaces can be compatible with any number of other collaborating agencies.

This section extends the guidance provided in Chapter 4, which covers design considerations for field infrastructure, including ITS devices for detection, information dissemination, and site monitoring. It also addresses the supporting infrastructure at the truck parking site and the back office where data processing and reporting systems reside. The focus here is on designs that facilitate scalable implementation through standard requirements and specifications for the various elements in a TPIMS deployment.

Mainstreaming TPIMS

For TPIMS to be effectively scaled to other corridor locations, system elements and supporting infrastructure should be standards-based and integrated into the agency’s overall ITS program. The integration of TPIMS into an agency’s traffic management portfolio should leverage the agency’s familiarity with existing devices like sensors, message signs, and CCTV cameras. The goal is to ensure that these elements are integrated with the existing suite of devices and systems that the agency already deploys, operates, and maintains in an efficient manner. Agencies should strive for turnkey implementation, making the design and construction of TPIMS a routine part of its core business. This involves integrating TPIMS into procurement processes, which necessitates having ITS standards and specifications for those TPIMS elements to avoid incompatible deployments.

Advanced Technologies

Agencies should anticipate that some deployments may involve new types of sensor technologies and connected applications. For instance, field devices such as cameras are entering the market with machine learning algorithms and other cutting-edge capabilities. Many of these technologies will be implemented by the agency and its stakeholders for the very first time. Agencies unfamiliar with these technologies will need to evaluate them for compatibility and develop new standards and specifications to guide the planning and implementation of these components moving forward.

Back-Office Systems

Developing requirements and specifications for the systems in the back-office environment as part of the TPIMS design is also important for supporting expanded deployments. This includes defining communication and device control protocols for seamless interaction between central systems and field devices, and for data exchange with other platforms. Such standards should detail hardware and software specifications, transmission protocols, and API definitions for truck parking data dissemination and exchange. This will allow agencies to maintain interoperability as devices are added over time and as functional coverage is expanded. As TPIMS deployments reach multiple sites, agencies will need to disseminate truck parking availability information across a larger geographic area, which may include adjacent states. Having system requirements and specifications will allow agencies to add interfaces with other platforms to facilitate center-to-center data exchange and to provide data feeds to third-party websites and mobile applications.

Procurement

Finally, it is essential that the design standards, specifications, and requirements developed for TPIMS be incorporated into a standard procurement package. These bid documents should be similar to those used by the agency to procure ITS devices or engineering services but tailored to TPIMS. Extending a standardized approach to procurement to TPIMS will allow the agency to solicit responsive and competitive bids from industry. At the same time, the agency can leverage the administrative and contracting mechanisms already in place. In the case of multistate deployments, coordinated system planning and purchasing is likely to reduce costs per agency.

Funding Opportunities

TPIMS can draw on funding sources from federal, state, and local levels. While some funding may be directly related to truck parking, more innovative funding could be used to support part or all of the project costs. Ensuring TPIMS funding is listed in state and metropolitan planning goals can allow for easier state funding access and provide for city and regional deployment coordination. Partnerships with private truck stops should also be leveraged where possible to decrease costs and expand parking opportunities.

Federal Funding

Section 1401 of Public Law 112-141, also known as Jason’s Law, is intended “to advance a more comprehensive set of programs, efforts, and research to improve truck parking and provide states and metropolitan planning organizations with resources to identify parking needs and to encourage improvements and investments” (Moving Ahead for Progress in the 21st Century Act 2012). Eligible projects include projects that promote the availability of vehicle parking at public and privately owned lots using ITS. A 2022 Memorandum published by the FMCSA provided further guidance on how Jason’s Law could make various transportation projects, including TPIMS, eligible for funding from a variety of sources (Federal Motor Carrier Safety Administration 2022b). A description of the various federal and state funding sources for TPIMS is discussed below.

Federal Formula Fund Programs

Federal formula funding programs are noncompetitive funds distributed to every recipient in a group. While every recipient in a group may receive funding, the amount is calculated based on

Federal Motor Carrier Safety Administration

The High-Priority Innovating Technology Deployment (HP-ITD) program encourages projects that focus on matching truck parking supply with demand via the deployment of TPIMS. This funding mechanism offers a 100 percent Federal share for these awards. In addition to the Federal formula and grant funding programs that specify TPIMS as an eligible activity, other funding sources may support part of the TPIMS implementation costs, such as funding that supports charging and fueling infrastructure. These funding sources could be used as a mechanism for bringing electric charging to truck parking facilities that are not connected to the grid, as well as the electricity necessary for TPIMS infrastructure. For example, the National Electric Vehicle Infrastructure (NEVI) Formula Program, which provides electric vehicle (EV) charging infrastructure along designated alternative fuel corridors, could be used in this capacity.

The NEVI Program deploys EV charging infrastructure to establish an interconnected charging network to facilitate data collection, access, and reliability. The projects funded through this program must be located along designated alternative fuel corridors. It also requires U.S. DOT to designate national EV charging corridors to support freight and goods movement.

State Funding

Each state is required to develop a Statewide Transportation Improvement Program (STIP) under 23 U.S.C. 135 and 49 U.S.C 5304(g) (FTA 2022). The STIP covers a period of at least four years and provides a program of statewide intermodal transportation projects that must be consistent with the state and metropolitan transportation plans as well as the transportation improvement programs and planning processes. The projects covered in the STIP are the federally funded surface transportation projects, but also include projects funded from the State Highway Fund and other sources.

• Federal funding comes from the Federal Highway Trust Fund, which holds revenues collected primarily from federal excise taxes on gasoline, diesel, and other motor fuels. These funds are then distributed to each state after appropriation by Congress.
• State Highway Fund, which consists of vehicle registrations, gasoline user fees, diesel user fees, tolls, and interest. Sources vary by state, and some states rely on other fees or taxes.
• Other state funds, including Non-Federal Aid Highway Fund, state portion of “C” Program funds, and others depending on the state.

TPIMS projects could be fully or partially funded by state funding through the STIP if states and metropolitan areas designate truck parking or highway safety as an important goal. It is important for states and metropolitan agencies to coordinate TPIMS goals to ensure deployment is not limited to one region or state as truck and freight movement is often on a regional and national level.

Interstate Coordination

Interstate and regional coordination for TPIMS deployment has been discussed throughout this Guide, including examples from MAASTO and I-10. These involve commitment and resources supporting collaboration, but these opportunities improve cost-effectiveness and generate information management efficiencies. These collaborations may also increase chances of securing Federal discretionary funding from programs targeting regional technology deployments. The MAASTO TPIMS project was developed and deployed in coordination between eight midwestern states (MAASTO 2015). The project received Federal funding from the TIGER (now RAISE) grant program and each state provided matching funds. Collaborative cost models for multistate or multiregional TPIMS deployments can reduce costs for individual agencies, spread the risks, and may also include partnerships with private facilities or vendors (see discussion of business models in Chapter 3).

Developing a unified and regional TPIMS network reduces the need for many different information-gathering methods or systems by working toward best practices, providing a common architecture, and clarifying information deployment criteria that can be used by each state or IOO providing truck parking in the deployment region.

Additionally, this Guide encourages interoperability and standardization of data, which allows for easier integration with existing truck parking information systems, provide for more efficient data sharing, and provides a blueprint for other states or regions designing their TPIMS programs, all of which makes it easier for truck drivers to get the information they need all while reducing costs. Increased multistate TPIMS deployments, standard data exchanges, and innovative advances in these systems will be key to increased safety and efficiency for the trucking industry and the drivers.