text:
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.
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
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.
12. Sponsoring Agency Name and Address
Arizona Department of Transportation
206 S. 17th Avenue
Phoenix, Arizona 85007
13. Type of Report & Period Covered
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
23. Registrant's Seal
19. Security Classification
20. Security Classification
21. No. of Pages
22. Price
Symbol When You Know Multiply By To Find Symbol Symbol When You Know Multiply By To Find Symbol
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
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
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.
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")
( or " t")
( or " t")
( or " metric ton")
1.102 short tons ( 2000lb) T
TEMPERATURE ( exact) TEMPERATURE ( exact)
º F Fahrenheit
or ( F- 32)/ 1.8
Celsius temperature º C º C Celsius temperature 1.8C + 32 Fahrenheit
º F
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
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
Data........................................................................................................................... ........... 19
Analyses....................................................................................................................... ........ 23
2005- 2006 Clearance ............................................................................................................ 23
2006- 2007 Clearance ............................................................................................................ 24
2005- 2007 Clearance ............................................................................................................ 24
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
Graph 1. 2005 Inspection Data 20
Graph 2. 2006 Inspection Data 21
Graph 3. 2007 Inspection Data 22
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
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
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.
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.
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.
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
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.
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.
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.
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.
• 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.
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.
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
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.
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.
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.
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
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.
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
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
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,
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.
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.
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
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.
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
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,
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.
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
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.
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.
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
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.
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
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.
Arizona CVIEW subsequently transmits snapshot data to SAFER on a batch basis, where
it is merged with data transmitted by other states to SAFER.
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 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.
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.
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 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.
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
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Cleared Total
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
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Cleared Total
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
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Cleared Total
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.
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.
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.
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.
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.
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.
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.
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
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.
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Every driver brings his own brand of magic to the track. Toast your favorite superstar's individuality with this David Ragan mug from WinCraft. It features a ceramic construction, boasts a C-shaped handle, and is decorated with colorful graphics.
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I made mine tonight and it was quite tasty! I couldn't find lemon marmalade (a shame!) anywhere, so I used orange marmalade with a squeeze of lemon juice to make it a little more tart. I also squeezed a little lemon juice over the individual slices, which I thought made it even better! Great recipe!
Have at it.. and be nice..


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Whether it's around March 17th or you just feel like showing off your St. Patrick's Day spirit, you always want to display your Buccaneers pride. You can easily reach both of these goals with this St. Patrick's Day 39THIRTY flex hat by New Era! This cool hat features a 3D embroidered Buccaneers logo on the crown and an embroidered shamrock on the back. Both graphics are displayed in kelly green and white for a unique demonstration of Tampa Bay pride and St. Patrick's Day spirit! This cool hat is sure to bring you and the Bucs good luck all year long.
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And on Wednesday, Nov. 7, there were at least 28,000 votes county-wide that are still to be counted the results are anything but final.
On Tuesday, with all precincts reporting, Bruce McPherson held the lead in votes over Eric Hammer for county supervisor — 8,798 to 8,772.
"I feel really good about it," Hammer said. "We ran an amazing campaign. I kept it really clean, and the volunteers working with me worked really hard. The community stepped up. It's anybody's race at this point."
County Clerk Gail Pellerin said Wednesday that 12,244 mail-in votes were delivered to the polls on Election Day and 8,092 provisional ballots were cast. All have yet to be tallied.
In addition, about 32,000 of the 40,000 mail-in ballots received by Election Day were tallied, leaving about 8,000 uncounted.
Pellerin said her department was aiming to update the vote count by the middle of the week — Nov. 14 or 15.
Pellerin said she did not yet know how many votes were left to count in the 5th District.
"In the end, we'll probably hand-count every ballot (in the district), because it's such a close race," she said.
Hammer and McPherson both held campaign parties in Felton on Tuesday evening. Hammer was at Don Quixote's until about midnight, and McPherson was at Cowboy Diner. McPherson did not return a call Wednesday seeking comment.
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400 Points Giveaway 400 POINTS GIVEAWAY! Here's how to enter:1. Simple favorite this Journal ... and you'll be entered to win!All I ask is that you check out my youtube video below! I post every few days and I would absolutely LOVE if you left a comment on my video! Thanks so much! [Post Below]have youtube? subscribe to my channel! drop me a comment ^_^ I love making new friends [:happybounce:]Good luck!!! [Boing! Boing!]:iconshannonlights:
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Tracing gets you nowhere.I remember when I was a kid, I'd record Saturday morning cartoons, play them back, pause the image, put a piece of paper over the screen and trace my favourite characters.Now this was really hard in the VHS era, because a paused image on a VHS is usually either broken up or shakes so much that you'll have some kind of fit if you look at it too long, it depended on how cheap and sh*tty your machine was.But I worked really hard at it, man. I spent ages getting the linework just right, I was so careful, and when I peeled the page from the static cling of the bulbous, cathode ray tube screen, the character looked exactly right on the page. And you wanna know what I took away from that endeavour? What all that effort taught me?Jack f**king sh*t.You don't pick up or develop any skills by tracing. You don't devise and perfect your own methods by tracing. You do not progress as an artist by tracing. All you get is a loss of credibility, especially in this day and age, bec
Personal reasonsOver a year ago a person got very offended by an old comic of mine and wanted to explain to me why it was offensive. When they wrote to me I had long since understood that and deleted it from my own galleries, but they had found it on Tumblr and felt it was important to talk about NOW. At first I didn't respond because a lot of things were going on in my life and I needed to not stress about it, but then they started shouting on Tumblr about it and got more people shouting at me and I finally gave in. I tried to explain to the person what my thoughts had been behind it at the time but that I no longer felt that way, but they kept going. At the same time a lot of people were writing me about minor things like if they should move to Denmark or what my opinion was about one thing or another, and I didn't respond to any of those either and some questioned me about it. All the while this person was getting all worked up and wouldn't just take my "I'm sorry but I can't do this right no
Top 12 Favorite Plot TypesA while ago I wrote a list of my top 11 most hated cliches. I tried to come up with an alternative. My top 11 favorite cliches, but I couldn't think of enough so I decided to do something different but similar. Have you ever had one of those plot types that you could manage to enjoy no matter how cliche and sterile they are? Those plots that have a large chance at being your guilty pleasures at worst? So, if you do know any episodes (or hell movies) that use these plots, I'd love to hear them; they don't even need to be animated. Although, each of these can and have been done badly before.Number 12: Genie PlotOne that doesn't have the third wish be "I wish I'd never met you" (with a few exceptions, like one of the Fairly OddParents TV movies, the one with Norm), which is odd because this doesn't really apply to shows like Fairly Odd Parents where reality is bended at will. The basic gist of this plot is that a normal character suddenly gets the ability to get whatever they wan
99th and 100th Free Icon Raffle ( last day )Hey guys! I'm raffling off the 99th and 100th icons for free, as a special thank you to everyone. :'DTo enter just fav this journal ( so I can use the fav numbers to count you all XD ) and post your ref(s) ( if you have more than one you'd like me to choose from ) here in this journal. After 72 hours, I will roll two winners. O VOKeep in mind that these are really tiny, so try and avoid entering really complex designs, if you can.Atm I only allow ferals and anthros.Samples of what you will get.Thank you and have fun!
.i don't say a wordabout where i buried the bones,about where i spoke to the ghostsof the flowers and plantsabout the splitting of wood in the trees - about where the living and the deadmet in secret, where the stars openedtheir arms like flowers for meand i bloomed(gold)
That time of year again!I can't believe it's been a whole year since I've updated my journal! Sorry for being so out of touch. As usual, my lame excuse is that I'm busy - but for a not-lame reason, at least. If you haven't already heard, I'm directing my first feature film. Its an animated comedy based on the myth of Medusa. We're in the early phases of development at Sony Pictures Animation, and I'm in a daily state of shock and gratitude for the opportunity.But that's not why I'm posting!Ironically, and embarrassingly, the very last journal I posted - a whole year ago - was to announce the same thing. My pals at the Wildlife Learning Center in Sylmar, CA are holding their annual fundraiser on Oct. 25 from 4-7 and I'd like to extend an invitation to all my DA friends!And just like last year, I'll be there to chat and sign stuff. So bring your MLP or Powerpuff goodies that are in need of a name scribbled on them! You can purchase tickets
Tracing and EmulationAfter reading through the comments in my previous journal, I feel the need to clarify a couple of things.First: Tracing. Does. Not. Help. You. Improve. Your. Art.Never has, never will and you're kidding yourself if you think otherwise.Second: Emulation is not tracing. People seem to be having trouble telling the difference.Tracing does not teach you anything because all you're doing is copying the line work of an existing image. All the real work has already been done. You're not learning how the image is constructed or discovering for yourself how to use your drawing tools to create the desired effect. You'd be better off just outright copy/pasting the base image and saving yourself the time.Emulation on the other hand, be it simply trying to recreate an existing image by eye or (even better) going all out and trying to adopt an existing style, does improve your method. By "reverse engineering&
Measure of PeaceBet you thought this was gonna take awhile, eh?QUANTUM OF SOLACETruly the best way to enjoy the Craig Bond series is to watch the movies back to back, which, I could say I did, sort of. Quantum starts right after Casino ends, with Bond putting clues together about a mysterious agency that even MI6 can't detect. With twice the action of Casino Royale, it's hard to believe that this Bond film is a good 40 minutes shorter than it's predecessor, possibly making it the shortest Bond movie to date, and perhaps one of the most enjoyable.If you caught my last journal, and if you're reading this, there's a good chance you did, you'll remember the severe panning I gave Daniel Craig, an opinion I still stand by, actually. He's cold, wooden, and intense. But DAMN, did you know he did his own stunts? That's saying alot for him with this movie. He may have just a smidge of personality but he's one Hell of an action sta


text:
- Includes FREE MP3 version of this album Here's how (restrictions apply)
Product Details
Would you like to update product info or give feedback on images?.
|1. Fish And Whistle
|2. There She Goes
|3. If You Don't Want My Love
|4. That's The Way That The World Goes 'Round
|5. Bruised Orange (Chain Of Sorrow)
|6. Sabu Visits The Twin Cities Alone
|7. Aw Heck
|8. Crooked Piece Of Time
|9. Iron Ore Betty
|10. The Hobo Song
|From this Discussion
|john prine
dear music fellows i'm disappointed because the fantastic <anthology atlantic/wea 1963 2 cd > is out of print.
one of my favourite records ever. god bless you all. paolo sapessi
Jun 9, 2013 by paolo.sapessi | See all 2 posts


text: We just got back from a cruise to the Bahamas, and I was disappointed with the view of the stars. In NC it is very clear and you can see the stats, but with some light pollution. I thought once we would be in the ocean, it would be much better...turns out I was wrong. Anyone else out there cruise? When is the best time of year to go, and get a beautiful look at the stars?


text:
Chateau St. Jean's Pinot & Pizza Music Series
Chateau St. Jean's popular summer series is back! Every weekend through Labor Day savor wood-fired pizza from the pizza oven while sipping a glass of Pinot and enjoying live music. Guest can plan to hear great tunes from musicians like: Tommy Hill, Nate Lopez, Toni Malfatti, Solid Air, and much more! Click Here for a full schedule of bands.
Website:Click to Visit
Sunday, 26 May, 2013
Cost:$20 per person
Location: Chateau St. Jean
Phone: 877-478-5326
Website: Click to Visit
8555 Sonoma Hwy
Kenwood, CA 95452
Kenwood, CA 95452
Phone: 877-478-5326
Website: Click to Visit
Event Contact Info:Chateau St Jean
Phone: 877-478-5326


text:
Naughty and horny this Japanese babe shows off her big tits and her hot pussy as she is getting it on with her boyfriend. She is a waitress during the day and shows off her hot tits for tips and dates when she is working. She has a few cameras stashed around her place for some hot action that she puts on her website when she has the time to. I guess this guy is next on the web!
|Screenshots (Total 102)
|Comments (1)
|Detailed Info
|More Stuff
Yuria Satomi
Yuria Satomi is a hot Asian MILF in her office suit. She is in the break room with a co worker and he is interested in her sexy pantyhose and her pussy. She is making out with him and doing some hand work on his cock when he gets to her w..
Yuria Satomi
Round tit and horny babe Yuria Satomi making out and hardcore fucked. She tease and makes out with her hung lover and strips down on her sexy dress. She get her boobies squuezed and wet pussy licked. She humps on his cock, grinds on it ti..
Yuri Matsushima
Yuri Matsushima is a hot Asian MILF with a busty form she likes having her boyfriend lick when she is lactating. They are in the bedroom and she is in her sexy lingerie while participating in some foot licking through her ripped pantyho..
More Sora Aoi
Some girls like to have their sex play soft. Kaede Matsushima doesn´t need any dildos nor vibrators to bring her extasy, she chooses a feather to keep her company. Caressing her pussy with it she gets aroused fast, and puts the tip into her panties to play with her clit and push herself right to the edge of orgasm
Kaede Matsushima is in the bathroom at a funeral home. She needs a few minutes to herself, and sits on the floor to play with her pussy. She fingers it and fucks her wet pussy and when she is through she is wet and sitting on the floor to recover before returning to the other room.
Kaede Matsushima is a pretty office worker. She is popular with her co workers because of her hot coffee break adventures. The guys all get in on her need for sex and join her when they can. There is plenty of titty play and pussy stimulation while she sucks cock and gets a cum load on her pretty face! Kaede Matsushima is always up for a sex break!
Kaede Matsushima loves having dicks all around her, and loves to get off, so these guys tie her up and use all kinds of vibrators on her pussy to make her cum like never before. She can do nothing but squirm in the chair as they fuck her to her delight. And they enjoy it so much that they jerk off and cum on her tits and give her a big messy facial.
Man this hot milf Kaede Matsushima is so damn fine and has it all. Here you will be seeing this gorgeous looking babe here getting really down and dirty where you will be seeing her giving a double blowjob and you will be seeing this really naughty chick in a bus getting into some hardcore action that you won´t forget!
Naughty Asian wife meets hubby at the door when he comes home from work, She is horny so she is all over him as soon as he puts his briefcase down! She wakes him up and he gets his cock sucked and he plays with her pussy in nice close shots. He shoves his cock into her and bangs her good. Her pussy recieves his stiff member and she gets another banging in a different position. The next morning he thinks about the night and pets his cock.
This horny chick Kaede Matsushima is one fine looking gal that has everything that a man could ever ask for. Here you will be seeing this hot mature in some really insane action where you will be seeing this hot and horny chick here ending up with loads of cum on her face and loving the feeling of it dripping down her chin!
Kaede Matsushima is getting some hot public sex on the subway. She is on her way home and she meets someone she knows. He wants to fuck her on the subway! She gets lots of pussy stimulation to get it nice and juicy before he fingers her pussy and gets her bent over for a rear fucking. Kaede Matsushima enjoys a surprise fucking in public!
Here we have the hot milf for you Kaede Matsushima where you won´t be seeing her sucking cock for the first time probably or were you won´t see her swallowing lots of warm sticky cum after some really hot hardcore fucking sex. Here you will see this hot milf really getting down and dirty in her sexy lingerie as you will see this very nice ass looking babe in her high heels showing off her sexy body in all sorts of sexy positions.
I heard about this hot Asian model when I was upstairs in the hotel at a business meeting. Her pictures were passed around because we needed to pick a spokesperson for the new entertainment in the club. Her pictures showed up and we really got an eyeful of what she is about. She has a hot ass and enjoys giving head that´s for sure. It was decided she would be the next spokesperson, and we found out she was the owner´s sister!
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Short-Handle Nejiri Weeder
- Free Shipping
- Online Only
- Summary
This lightweight tool is a favorite of gardeners for one-handed weeding. Handcrafted in Japan, it features a compact blade that slips between plants to mow down weeds and gather debris. To loosen and remove weed roots, turn the blade sideways and use the point to pierce and loosen the soil.
- High-carbon steel blade made using traditional Japanese laminated-metalworking techniques for a hard, exceptionally sharp cutting edge.
- Curved neck allows the blade to get close to short weeds and grasses, even in tight spaces.
- Lightweight Japanese-pine handle narrows in the middle for a comfortable grip.
- Blade can be resharpened for years of use.
- 5" x 1 3/4" blade; 12 1/2" long overall.
- 6.6 oz.
- Crafted in Japan.
- Use & Care
- Clean off caked-on mud and dirt after each use.
- Wash blade and handle with warm, soapy water and dry well.
- Shipping
Shipping Information
This item is shipped from our warehouse by UPS to arrive within five business days of our receiving your order.
Shipping Rates
The shipping rate varies depending on your order total and shipping destination. View Shipping Options and Charges.
Rush Delivery
For an additional charge of $15 per address, we can rush delivery to most destinations. This service is not available for some oversize items, items shipped directly from the supplier (including perishable and custom-manufactured items), out-of-stock items and items to be shipped outside the contiguous 48 states.
Return Policy
At Williams-Sonoma, we take great pride in the quality and craftsmanship of our products. Attention to design, materials, safety and construction are our priority. Upon receipt, please inspect your purchase and notify us of any damage; we will arrange for a prompt replacement.
If within 30 days, you are dissatisfied for any reason, you may return your purchase for a refund of the merchandise value. An original receipt or gift receipt is required for all returns and exchanges. Returns with a gift receipt will be refunded in the form of a Merchandise Credit for the amount indicated on the gift receipt. Returns with original receipt will be refunded in the original form of payment, cash and check refunds over $100 will be issued as a company check (may take 14 business days from time of request).
We cannot accept returns on monogrammed, personalized, special-order items, custom upholstery, items shipped direct from the vendor, or on items damaged through normal wear and tear. Final sale items ending in .97 or .99 cannot be returned.
For returns of items purchased from your Williams-Sonoma Gift Registry, we will gladly provide a refund or exchange for the merchandise within 90 days of your event or within 90 days of purchase, whichever date is later. View Full Return Policy.
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text:
Volleyball tryouts
WHEN: 3 to 5 p.m.
WHERE: Tom Hawkins School, 475 Darlene Lane
DETAILS: Xplosion Volleyball is a new club in Tracy, and will have tryouts for three teams. The U13 and U14 teams will meet on Saturday, Nov. 3, from 9 to 11 a.m., the U15 will meet Sunday, Nov. 4, from 3 to 5 p.m., and the U16 team will meet on Sunday, Nov. 4, from 5 to 7 p.m.
INFO: Club director Omar Rodriguez, 640-1442, or email firstname.lastname@example.com, or go to www.xplosionvolleyball.net.
Sundays in November
West High volleyball clinics
WHEN: 4 to 6 p.m., Nov. 4, 11, 18 and 25
WHERE: Steve Thornton Gymnasium, West High, 1775 W. Lowell Ave.
DETAILS: West High volleyball coach Christine Toon will host a series of volleyball clinics on Sunday afternoons.
COST: $10 per session
INFO: Christine Toon, 612-4324, or email email@example.com.
Monday, Nov. 5
Valley Rebels Volleyball Club
WHEN: 7:30 to 9 p.m.
WHERE: Bella Vista Christian Academy, 1635 Chester Drive.
DETAILS: The Valley Rebels Volleyball Club will have a clinic and parent information night for the 2012-13 season. There will be three more sign-up and clinic dates on Sundays Nov. 11, 18 and 25.
INFO: Christine Toon, 612-4324
Saturday, Nov. 10
Junior Warriors Boys Basketball
WHEN: 9 a.m. for ages 6 to 8, 10 a.m. for ages 9 to 11, 11 a.m. for ages 12 to 14
WHERE: Tracy Boys & Girls Club, Richard O. Hastie Clubhouse, 753 W. Lowell Ave.
DETAILS: Junior Warriors Boys Basketball League for boys ages 6 to 14, hosted by the Boys & Girls Clubs of Tracy, is taking signups for the winter league. A player clinic will be Nov. 10, practice begins Nov. 17 and games begin on Dec. 8. Signup forms are available at the Hastie Clubhouse.
INFO: Angela Davis-Hall, 832-2582 Ext. 103
Sunday, Nov. 11
Club Levile volleyball tryouts
WHEN: 1 to 4 p.m.
WHERE: St Paul's/Bella Vista Christian Academy, 1635 Chestnut Drive
DETAILS: Club Levile will host tryouts for players age 10 to 18. The club will also host pre-tryout clinics at St. Paul's/Bella Vista in the two weeks leading up to the tryouts on Sunday, Oct. 28, and Sunday, Nov. 4, from 1 to 3 p.m. both days, and Monday, Nov. 5, 7 to 9 p.m., Wednesday, Nov. 7, 8 to 10 p.m., and Friday, Nov. 9, 7 to 9 p.m. Players should come prepared with volleyball gear, knee pads and water.
INFO: Club director Bess Haldi at email@example.com
High school swimming conditioning
WHEN: Nov. 1 to Feb 1
WHERE: Pinkie Phillips Aquatic Center, West High, 1775 W. Lowell Ave.
DETAILS: Ellis Aquatics, a USA Swimming team based in Tracy, will give high school swimmers a chance to condition and develop technique in advance of the spring competition season. Swimmers can swim 3 days a week their choice
COST: $65 per-month
INFO: email@example.com.
Naming of youth sports complex
DETAILS: The city of Tracy will consider nominations for naming the new youth sports complex, now unofficially known as the Holly Sugar Youth Sports Fields. The city's Parks Commission has a subcommittee that will consider nominations, and will decide on a name during one of the commission's regular meetings in December. Potential names for the complex could be based on historical significance, geographic location, functionality, and significant individuals or families in Tracy. Deadline for submission is Nov. 18.
INFO: Vanessa Carrera, 831-6233, email email@example.com, faxed to 831-6218, or mailed to City of Tracy, Community Facilities Division, 333 Civic Center Plaza, Tracy, CA 95376.
Jaguar All-Sport Passes
WHERE: Kimball High, 3200 Jaguar Run
DETAILS: The Kimball Athletic Department has Jaguar All Sport Passes to adults who will attend athletic events throughout the 2012-13 school year. Each pass, a $300 value for the cost of $100, admits one adult to any home game, except playoff games, on the Kimball High campus, including football, volleyball, soccer, water polo, basketball, wrestling, swimming and track and field. Passes are available in the bookkeeper's office.
INFO: Athletic Director Steve Thornton, 832-6600 ext. 4075, or email at email@example.com.
Masters swimming
WHEN: 7 to 8 p.m., Monday through Friday.
WHERE: Pinkie Phillips Aquatics Center, West High, 1775 W. Lowell Ave.
DETAILS: Ellis Aquatics offers a Master's swim program held at The Pinkie Phillips Aquatics Center at West High, for swimmers over 18 years of age who want to improve their overall fitness, develop better technique, or train for any type of swimming competition.
COST: $25 per month
INFO: Email Michele Loomis at email@example.com, or go to www.tracyswims.com.
• Items for Sports Datebook run as space allows and can be e-mailed to firstname.lastname@example.com, faxed to 835-0655 or phoned to 830-4227. Please include time, date, location, cost and a reader contact.


text:
I hear a lot of Canada geese flying by.
I hear a lot of Canada geese flying by.
If You're Not Living on the Edge You're Taking Up Too Much Space
Martin Gold Plus Staff Shooter
Alien Mafia
PSAA Life member, UBP Life member
PADI AOW Diver
going to be high 40's and or low 50's from Wednesday thru the weekend....in michigan
Time to shoot some 3d do some shed hunting and hit the golf course!
Martin x-200 unsure of year
2011 Mathews z7magnum
2012 Mathews z7magnum
2014 Mathews ChillR (on order)
LOL, nah, both of them are indoor only just for that reason, the crows have gotten into Raven size around here and carry off little bunnies and such. BUT the guy behind me has chickens
A veteran is someone who, at one point in his life, wrote a blank check made payable to
The United States of America ' for an amount of 'up to and including my life.
'96 Firecat, '66 Herters
I never thought about that, I bet that's good practice shooting those little white balls with the bow.
You do know that golf rots your brain.
I had a very good friend that used to hunt and fish with me all the time.
Well one year he tells me that he and his wife were going to start golfing so that they would have a common activity, and niether one golfed before. They went out and bought what they needed, clubs and balls and such.
They decided to get some golf lessons because niether had ever golfed before.
About a month later I called him and asked if he wanted to go out fishing on Saturday, the walleyes were really biting good. He said he couldn't because he and his wife were going out golfing.
I thought, OK, I understand sometimes you just have to spend time with your wife.
A couple weeks later after not hearing from him I decided to stop over at his place and I saw his boat in his driveway with a for sale sign on it. I went to his door and asked him about it, he said he was selling it to get money for better golf clubs. He then proceeds to start talking golf with me, like I knew what he was talking about or even cared. I asked if he wanted to head out fishing some day when he wasn't busy golfing. He said he sold his rods and reels. So I asked if he was still planning on going bow hunting come fall, he says he wasn't sure. I stood there shocked!!!! Right in front of me .... I could see by the look in his eyes that golf had rotted out most of his brain. By that fall it had rotted out pretty much what was left and I have never seen him at the archery range or in the woods again...... The worst thing is, I think his wife quit golfing!
Funny, I quit playing golf everyday to spend more time hunting, and shooting. Right after I had my torn rotator cuff repaired, go figure.
Martin 06 Slayer, Nitrous C, shoot thru, 63lb, Quiktune 3000, HAA OL 5519, Beman ICS Hunter
Martin 06 Slayer, Nitrous C, Shoot thru, 55lb, Quiktune 3000, HHA OL 5519 2X, Easton A/C/C
Ben Pearson 1968 'Cougar' 62" 45#s @ 28" recurve, parallel shaft POC, Zwickey 'Eskimo' 2 blade
I have always thought that spring is right around the corner when I go to a 3D shoot and can still feel my bow and release by the time I've shot 4 targets. If today is any indication it's not far off.
If You're Not Living on the Edge You're Taking Up Too Much Space
Martin Gold Plus Staff Shooter
Alien Mafia
PSAA Life member, UBP Life member
PADI AOW Diver
Martin x-200 unsure of year
2011 Mathews z7magnum
2012 Mathews z7magnum
2014 Mathews ChillR (on order)