Telematics - Wikipedia. Telematics is an interdisciplinary field that encompasses telecommunications, vehicular technologies, road transportation, road safety, electrical engineering (sensors, instrumentation, wireless communications, etc.), and computer science (multimedia, Internet, etc.). Telematics can involve any of the following. Lexus Gen V navigation systemthe technology of sending, receiving and storing information via telecommunication devices in conjunction with effecting control on remote objectsthe integrated use of telecommunications and informatics for application in vehicles and with control of vehicles on the move. GNSS technology integrated with computers and mobile communications technology in automotive navigation systems(most narrowly) the use of such systems within road vehicles, also called vehicle telematics. In contrast, telemetry involves the transmission of measurements from the location of origin to the location of computing and consumption, especially without effecting control on the remote objects. Though typically applied in the testing of flight objects, telemetry has multiple other uses. History. The original broad meaning of telematics continues to be used in academic fields but in commerce it now generally means vehicle telematics. GPS navigation, integrated hands- free cell phones, wireless safety communications and automatic driving assistance systems all are covered under the telematics umbrella. The science of telecommunications and informatics applied in wireless technologies and computational systems. IEEE standard in the 8. Wireless Access for the Vehicular Environment (WAVE), is the primary standard that addresses and enhances Intelligent Transportation System. Practical applications of vehicle telematics. Practical applications include; Vehicle tracking. This is achieved through a combination of a GPS(GNSS) receiver and an electronic device (usually comprising a GSMGPRS modem or SMS sender) installed in each vehicle, communicating with the user (dispatching, emergency or co- ordinating unit) and PC- based or web- based software. The data is turned into information by management reporting tools in conjunction with a visual display on computerised mapping software. Vehicle tracking systems may also use odometry or dead reckoning as an alternative or complementary means of navigation. GPS tracking is usually accurate to around 1. An increasingly sophisticated array of sensors, many incorporating RFID technology, is being used to ensure the cold chain. Benefits of this approach include increased security and the possibility to reschedule the container transport movements based on accurate information about its location. According to Berg Insight the installed base of tracking units in the intermodal shipping container segment reached 1. Fleet management includes the management of ships and or motor vehicles such as cars, vans and trucks. Fleet (vehicle) Management can include a range of Fleet Management functions, such as vehicle financing, vehicle maintenance, vehicle telematics (tracking and diagnostics), driver management, fuel management, health and safety management and dynamic vehicle scheduling. Fleet Management is a function which allows companies which rely on transportation in their business to remove or minimize the risks associated with vehicle investment, improving efficiency, productivity and reducing their overall transportation costs, providing 1. Duty of Care obligations. NOTE: If your driver education and driver training were taken in a state other than California, DMV will accept either a "To Secondary Schools Other Than California. Government Accession No. Recipient's Catalog No. Title and Subtitle Handbook for Designing Roadways for the Aging Population. Yahoo!-ABC News Network . Telematics is a translation of the French word "télématique" which was first coined by Simon Nora and Alain Minc in a 1978 report to the French government. Advisories, bulletins, and letters related primarily to local educational agency accounting and reporting issues. 2 Incident Report Samples The Sample Incident Report (shown on the following page) is faxed directly to the location where the vehicle is assigned. Safety Statement and Risk Assessment Frequently Asked Questions. What is a Risk Assessment? What is a Safety Statement? What is the difference between a hazard and a. Highway safety laws differ from state to state. Use the links below to access information on specific types of laws in the 50 states and the. These functions can either be dealt with by an in- house Fleet Management department or an outsourced Fleet Management provider. This group worked from February 2. September 2. 01. 0 to develop the industry's first standard for the delivery of telematics data. As of November 1, 2. Caterpillar, Volvo CE, John Deere Construction & Forestry, OEM Data Delivery, and Navman Wireless are able to support customers with delivery of basic telematics data in a standard xml format. Komatsu, Topcon, and others are finishing beta testing and have indicated that they will be able to support customers before the end of 2. As such, the standard was primarily intended to facilitate importation of these data elements into enterprise software systems such as those used by many medium to large construction contractors. Prior to the standard, end users had few options for integrating this data into their reporting systems in a mixed- fleet environment consisting of multiple brands of machines and a mix of telematics- equipped machines and legacy machines (those without telematics devices where operating data is still reported manually via pen and paper). One option available to machine owners was to visit multiple websites to manually retrieve data from each manufacturer's telematics interface and then manually enter it into their fleet management program's database. This option was cumbersome and labor- intensive. This option was quite costly, as each telematics provider had a different procedure for accessing and retrieving the data and the data format varied from provider to provider. This option automated the process, but because each provider required a unique, custom API to retrieve and parse the data, it was an expensive option. In addition, another API had to be developed any time another brand of machine or telematics device was added to the fleet. Although this solved the problem of having multiple data providers requiring unique integration methods, this was by far the most expensive option. In addition to the expense, many of the third- party devices available for construction equipment are unable to access data directly from the machine's electronic control modules (ECMs), or computers, and as such are more limited than the device installed by the OEM (Cat, Volvo, Deere, Komatsu, etc.) in the data they are able to provide. College of Southern Idaho, a comprehensive community college in Twin Falls, provides transfer and general education, professional-technical education, basic skills. In some cases, these devices are limited to location and engine run time, although they are increasingly able to accommodate a number of add- on sensors to provide additional data. By concentrating on the key data elements that drive the majority of fleet management reports (hours, miles, location, fuel consumption), making those data elements available in a standardized xml format, and standardizing the means by which the document is retrieved, the standard allows the end user to use one API to retrieve data from any participating telematics provider. Because one API can retrieve data from any participating telematics provider, as opposed to the unique API for each provider that was required previously, integration development costs are greatly reduced. This new draft standard is a collaborative effort of AEMP and the Association of Equipment Manufacturers (AEM), working on behalf of their members and the industry. This Draft API replaces the current version 1. The Draft API does not currently cover some types of equipment, e. In addition to the new data fields, the AEM/AEMP Draft Telematics API (Application Programming Interface) Standard also changes how the data is accessed in an effort to make it easier to consume and integrate with other systems and processes. It includes standardized communication protocols for the ability to transfer telematics information in mixed equipment fleets to end user business enterprise systems, enabling the end user to employ their own business software to collect and then analyze asset data from mixed equipment fleets without the need to work across multiple telematics provider applications. To achieve a globally recognized standard for conformity worldwide, the AEM/AEMP Draft Telematics API Standard will be submitted for acceptance by the International Organization for Standardization (ISO). Final language is dependent upon completion of the ISO acceptance process. Satellite navigation. These devices can be fitted solely for use while in the vehicle (Fixed Data Terminal) or for use in and out of the vehicle (Mobile Data Terminal). See mobile Internet. The common methods for mobile data communication for telematics was based on private vendors RF communication infrastructure. During the early 2. AVL devices, moved to try cellular data communication in order to offer cheaper ways to transmit telematics information and wider range based on the country full coverage of cellular providers. Ever since then, thanks to the cellular providers that offered low GPRS (2. G) and later UMTS (3. G) rates, mobile data is almost totally offered to telematics customers by cellular communication. Wireless vehicle safety communications. It is an electronic sub- system in a car or other vehicle for the purpose of exchanging safety information, about such things as road hazards and the locations and speeds of vehicles, over short range radio links. This may involve temporary ad hoc wireless local area networks. Wireless units will be installed in vehicles and probably also in fixed locations such as near traffic signals and emergency call boxes along the road. Sensors in the cars and at the fixed locations, as well as possible connections to wider networks, will provide the information, which will be displayed to the drivers in some way. The range of the radio links can be extended by forwarding messages along multi- hop paths. Even without fixed units, information about fixed hazards can be maintained by moving vehicles by passing it backwards. It also seems possible for traffic lights, which one can expect to become smarter, to use this information to reduce the chance of collisions. Further in the future, it may connect directly to the adaptive cruise control or other vehicle control aids. Cars and trucks with the wireless system connected to their brakes may move in convoys, to save fuel and space on the roads. When any column member slows down, all those behind it will automatically slow also. There are also possibilities that need less engineering effort. A radio beacon could be connected to the brake light, for example. Network ideas were scheduled for test in fall 2. Safe System of Work Plan (SSWP)The Safe System of Work Plan (SSWP) complements the Safety Statement required under the Safety, Health and Welfare at Work Act, although it does not replace the requirement for such a Safety Statement. Specific Guidelines on Safety Statements are available from the Health and Safety Authority. This guidance, which is particularly relevant to contractors, self- employed persons and employees, deals with the completion of SSWP for Construction. The SSWP will help users to complete construction work activity in a safe manner. Completing and using the SSWP will also help you to meet some of the legal obligations placed on you by health and safety legislation. Videos. SSWP Video (Quicktime)SSWP Video in Flash Player. Safe System of Work Plan - An Introduction. Primary objective. The primary objective of the SSWP is to identify the major hazards associated with your work activities and to ensure that appropriate controls are in place before work commences. The SSWP achieves many other objectives, including: Links the implementation of the Safety Statement directly to the work activity. Focusing on safety for a particular task. The SSWP is completed at the start of each activity, and can be reviewed at any time during the work. Increasing awareness. It encourages the users to consider a range of options to deal with the risks. The users will become familiar with the various controls available. Communicating through the use of pictograms so that the meaning can be understood by persons who possess little or no English. Being user friendly: just tick the hazards and controls. The Safe System of Work Plan (SSWP) should be used as a final check to ensure that the identified controls for a specific construction work activity are available and in place. However safety starts long before any specific construction activity takes place. Hazard identification, risk assessment, the elimination and control of identified hazards must take place through all stages of construction from the planning stage, through the design process, the tendering process and on to the construction stage so that each specific construction activity will have had safety built in. A three- part process. The SSWP is a three- part process: Part 1: Planning the activity. Part 2: Hazard Identification, and Control Identifier. Part 3: Sign off. There are five types of SSWP Construction forms available.
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