As part of its functions, the American Trucking Associations (ATA) – the largest national trade association for the trucking industry – lobbies on behalf of trucking. It used the occasion of the recent 2017 Technology & Maintenance Council (TMC) Annual Meeting & Transportation Technology Exhibition, held in Nashville, TN, to provide an update on its efforts on technology and engineering as it relates to trucking.
TMC – the only industry association focused solely on truck technology and maintenance – is a part of ATA.
Here are the highlights in a report prepared by Mike Cammisa, vice president, safety policy and connectivity, ATA, and Ross Froat, manager of engineering and IT programs, ATA/TMC
Automated Trucks (ATs)
ATA President and CEO Chris Spear was selected to be a member of the U.S. DOT Secretary's Advisory Committee on Automation in Transportation and spoke on behalf of the trucking industry at the first meeting of the committee, held in January 2017. Spear also participated in a panel organized by FMCSA seeking input to develop guidelines for automated commercial vehicles, which FMCSA hopes to complete later this year.
It should be noted that both of these initiatives were begun under the previous administration, so there could be changes as new DOT Secretary Elaine Chao has an opportunity to review DOT activities and set priorities.
Last year ATA's Technology and Engineering Policy Committee (TEPC) upgraded its Automated Trucks Task Force – whose mission is to develop and recommend ATA policy positions related to the regulation of AT technologies at the state and federal government levels – to a policy making Subcommittee. This enhancement improves organizing and coordinating the technology expertise of the TEPC and TMC with strategic oversight on additional policies that arise.
Collision Avoidance Systems (CAS)
In June 2016, the NHTSA released its final report, Field Study of Heavy Vehicle Crash Avoidance Systems that investigated the performance of 150 CAS-equipped Class 8 tractor trailers for one year where 85,000 hours of driving and 885,000 CAS activations were collected across all activation types.
Types of alerts for data collection were automatic emergency braking/forward collision warning (AEB/FCW), impact alert (lA), stopped object alert (SOA), following distance alert (FDA), lane departure warning (LOW), and adaptive cruise control (ACC) as a study measure.
The report concluded that CAS technologies show potential for significant safety benefits for commercial vehicle drivers, however, refinements to the technology could be implemented to address potential issues with false activations.
The Virginia Tech Transportation Institute (VTTI) performed this study and in November 2016, NHTSA contracted VTTI again to perform the follow on 2 year naturalistic study, Field Study of Newer Generation Heavy Vehicle AEB Systems.
Normal 0 false false false false EN-US JA X-NONEThese reports were the result of actions taken by NHTSA following the agency's October 2015 notice granting a petition for rulemaking submitted by the Truck Safety Coalition to establish a safety standard to require AEB/FCW on certain heavy vehicles. The agency will continue to conduct research and to evaluate real-world performance of these systems through track and field operational testing. NHTSA will determine whether to issue a rule in the course of the rulemaking proceeding, in accordance with statutory criteria.
ATA will continue to support the NHTSA challenge to truck OEMs to offer CASs as standard equipment. It is important that ATA have a voice in the process as NHTSA and the federal regulators study, debate, and potentially mandate technologies. ATA will continue to promote AEB/FCW use on automobiles to help reduce the number of automobile rear and side underride crashes with tractor trailers.
Compressed Natural Gas (CNG) Fuel Container Inspection Petition
In April 2016, ATA's Engineering Department along with NGVAmerica petitioned NHTSA to amend FMVSS 304, CNG Fuel Container Integrity, from a visual inspection standard of 36,000 miles or 36 months, whichever comes first, to 12 months.
In January 2017, NGVAmerica held a stakeholder meeting with NHTSA, and reported that the agency is in the process of correcting FMVSS 304 from the ATA and NGVAmerica petitions. NHTSA is moving forward to propose removing the mileage requirement and changing to an annual recommendation for heavy duty vehicles (GVWR of 10,000 lbs or greater).
The proposal is currently working through the internal NHTSA process and then will be sent for public review.
Connected Vehicles
In December 2016, the U.S. DOT issued a proposed rule that would advance the deployment of connected vehicle technologies throughout the U.S. light vehicle fleet. The notice of proposed rulemaking (NPRM) would require installation of vehicle-to-vehicle (V2V) communication technology on all new light duty vehicles, enabling new crash-avoidance applications.
A 90-day comment period was established which ends April12, 2017.
In anticipation of NHTSA issuing a V2V ANPRM for medium and heavy duty vehicles at some point in the future, ATA's Engineering Department is working with TMC Task Forces to issue a Technical Policy Advisory to complement ATA's official comment.
As part of NHTSA's preparation for issuing a V2V ANPRM for medium and heavy duty vehicles, in November 2016, NHTSA released a test track research report, Commercial Connected Vehicle Test Procedure Development and Test Results - Blind Spot Warning/Lane Change Warning, that included objective test procedures evaluating a range of safety applications: intersection movement assist (IMA), blind spot warning/lane change warning (BSW/LCW), FCW, and emergency electronic brake light (EEBL) warning.
V2V-related research continues at VTTI where they are evaluating how different technologies interact with tractor-trailer characteristics. The next commercial vehicle demonstration at VTTI is projected for late summer of 2017 where the latest tractor V2V system will be used to identify its trailer.
Separately, in January 2017, the FHWA issued guidance for vehicle-to-infrastructure (V21) communications which help transportation planners integrate the technologies to allow vehicles to “talk” to roadway infrastructure. ATA's TEPC will be collectively developing technical guidance on connected vehicles for ATA's policy position.
Cybersecurity
In October 2016, NHTSA issued guidance, Cybersecurity Best Practices for Modern Vehicles, proposed for improving motor vehicle cybersecurity. Before release, ATA's Technical Advisory Group (TAG) had held multiple meetings with NHTSA, cybersecurity research associates and telematics providers to prepare ATA's position with interest of fleet operations.
Prepared comments were submitted to NHTSA with the support of TMC's Cybersecurity Issues Task Force and TAG members.
In observance of NHTSA's issued guidance, in January 2017 the Auto-ISAC opened their membership to the commercial vehicle segment.
ATA is involved in multiple industry cybersecurity working group developments and is examining an industry cybersecurity program based on fleet member input- supporting TMC's cybersecurity objectives.
Electronic Logging Devices (ELDs)
In December 2015, FMCSA published its final rule mandating the use of ELDs. Nearly all drivers currently required to keep paper record of duty status (RODS) data must transition to a certified, rule-compliant ELD by December 18, 2017.
Carriers and drivers currently using compliant automatic onboard recording devices (AOBRDs) will have until December 16, 2019 to upgrade to a fully-compliant ELD.
ATA is closely monitoring the implementation of the ELD mandate and working to address member concerns and questions as the 2017 compliance deadline approaches.
EPA/NHTSA Phase 2 Regulations
In February 2017, the Truck Trailer Manufacturers Association (TTMA) filed a federal appeals court petition seeking to exempt trailers from the new greenhouse gas and fuel efficiency regulation. TTMA states that EPA overstepped statutory authority as trailers do not produce emissions and that the initial Clean Air Act does not include trailers. A hearing date has not yet been set.
The Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium and Heavy Duty Engines and Vehicles was enacted by the EPA and NHTSA in July 2015. The Phase 2 regulation was published in the Federal Register in October 2016 and went effective on December 27, 2016.
Under the new rule, certain commercial motor vehicle manufacturers would have to abide by strict new design standards aimed at increasing fuel efficiency and reducing emissions in four stages: 2018, 2021, 2024 and 2027.
Speed Limiters
ATA petitioned NHTSA and FMCSA in 2006 for a speed limiter rule that mandated a tamper resistant speed limiter on all new vehicles greater than 26,000 lbs with a maximum setting of 68 mph. On September 7, 2016, NHTSA issued a proposed speed limiter rule that mandates a speed limiter on all new vehicles greater than 26,000 lbs.
NHTSA did not yet specify a speed limit cap, however they did analyze three speed limiter settings: 60, 65, and 68 mph.
The proposed rule requires carriers to maintain the speed limit cap for the service life of each motor vehicle while in fleet possession. FMCSA proposes a fine schedule for drivers (up to $2,750) and employers (up to $11,000).
The rule also would require the ability to read the current and two previous speed limit settings from the onboard diagnostic connection.
The rule would be effective three years after final rule publication (2020 at the earliest). ATA opposed the rule as proposed, raising safety concerns about speed differentials and lack of flexibility for innovative technology.
The incoming Trump Administration has enacted a moratorium on existing regulatory activity until a review of those rules has been completed. ATA awaits the review and will continue to advocate for an outcome consistent with existing ATA policy.
Petitions for Revised NOx Standards
In December 2016, EPA responded to petitions submitted by multiple states, associations and local government agencies to revise its NOx standards for heavy duty highway engines. Technical progress has been made in developing technologies and approaches that can reduce NOx emissions beyond the standards put in place in the 2000 rule (Clean Air Act).
As a result, the EPA will initiate the work necessary to issue an NPRM with the intention of proposing standards that could begin in Model Year 2024. This timeframe is consistent with the lead-time requirements of the Clean Air Act, and is aligned with a milestone implementation year for the EPA heavy duty Phase 2 GHG program.
Underride Guards
In November 2016, the Texas A&M Transportation Institute (TTl) was awarded a major multiyear, multimillion-dollar contract by the FHWA Office of Safety Research and Development for testing certain traffic crashes and preventing the severity of injury outcomes.
NHTSA confirms that advanced rear impact and side underride guards for commercial vehicles will be part of the TTl contract that will provide specific guidance to establish further underride safety standards.
In December 2015, NHTSA issued an NPRM to adopt the requirements of the Transport Canada's standard for semi-trailer rear underride guards. The NPRM requires new manufactured trailers to increase the impacting force of passenger car accidents from 30 mph to 35 mph.
Although an estimated 93 percent of new trailers are made to the Canadian standard, there will be a two-year lead time for trailer manufacturers to adopt after the final rule is in effect. The comment period ended in February 2016 with ATA's supporting comments.
Subsequent to the IIHS co-hosted Underride Roundtable that met in May 2016 for discussing crash statistics, multiple truck safety organizations submitted recommendations for NHTSA's consideration as it deliberates the proposed upgrade of FMVSS 223. The additional comments suggested higher integrity levels as IIHS testing illustrated that greater levels of strength are needed to address the full range of potential impact zones between the vehicle and rear of the trailer.
The next Underride Roundtable meeting is set for August 29, 2017.
There has been limited but growing side underride guard adoption in the U.S. that includes municipal truck fleets in Boston and New York City, which have partnered with the U.S. DOT Volpe Center to develop recommended specifications.
Boston's ordinance was the first to require both city-owned and city-contracted fleets to install side underride guards. Other city ordinances such as Portland, Chicago, San Francisco and Washington, D.C. are still considering side underride guards in their own different ways.
