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NTSB Issues Safety Recommendations After Fatal Uber Automated Vehicle Crash

December 11, 2019 by Levinson and Stefani Leave a Comment

The idea of self-driving vehicles has been in the works for many years, and has recently come into full fruition, with multiple manufacturing companies jumping on the futuristic trend.

However, federal regulators are now being pressured by the National Transportation Safety Board to put in place a new review process for automated test vehicles after an Uber automated test vehicle hit and killed a pedestrian.

Last year, the NTSB released its preliminary report regarding its investigation of the fatal crash, which occurred in Tempe, Arizona between a modified 2017 Volvo XC90–which was occupied by a single vehicle operator but was running on its computer-controlled self-driving system–and a pedestrian in March 2018.

While the vehicle operator wasn’t hurt, the 49-year-old female pedestrian suffered fatal injuries.

According to the report, the pedestrian was wearing dark-colored clothing, didn’t look toward the vehicle until the moment before the impact took place, and crossed the road in an area without direct lighting. The pedestrian was also pushing a bicycle that did not have side reflectors, although it did have a front and rear reflectors that were positioned perpendicular to the oncoming vehicle’s path. She also didn’t use the nearby crosswalk, but rather entered the road from a brick median. Additionally, the pedestrian’s post-accident toxicology test showed both methamphetamine and marijuana in her system.

As for the test vehicle, the report said Uber had equipped it with an in-development self-driving system that was comprised of forward- and side-facing cameras, radars, navigation sensors, Light Detection and Ranging, and a data storage unit. It was also factory-equipped with Volvo Cars’ driver assistance functions, such as collision avoidance with automatic emergency braking, driver alertness detection, and road sign information. These functions are only disabled when the test vehicle is in computer control mode.

The data from the self-driving system showed that the car’s vehicle operator intervened by grabbing the steering wheel less than a second before the impact, which occurred at 39 mph. The operator also began braking less than a second after the impact.

At 1.3 seconds before the impact, the self-driving system did determine emergency braking was needed, but these maneuvers are not enabled when the vehicle is being computer-controlled. The vehicle operator is expected to take action at the point, as to reduce the possibility for erratic vehicle movement. The system also does not alert the operator of the need for emergency braking.

During this month’s board meeting, which was held in order to determine the probable cause of the crash, the NTSB said an Uber division’s “inadequate safety culture” is what allowed the fatal collision to take place.

The NTSB found that the immediate cause of the collision was the Uber ATG operator’s failure to monitor the road and the automated driving system closely enough–which it says was due to the her being distracted during the trip by her cell phone.

The NTSB also says Uber ATG held inadequate safety and risk assessment procedures, had a lack of adequate mechanisms for addressing vehicle operators’ automation complacency, and gave an overall lack of oversight of its vehicle operators in general.

Here are the investigation’s findings:

-The automated driving system was able to detect the pedestrian a full 5.6 seconds before impact. The system did continue to track the pedestrian up until the crash, but was never able to accurately determine what the object crossing the road was, or what its path would most likely be.

-If the vehicle operator had been paying close attention, she would likely have had enough time to effectively react to the pedestrian and either mitigate the impact or avoid the crash completely.

-Uber ATG managers rarely actively monitored the behavior of their vehicle operators, although they had the opportunity to do so. This oversight was made worse by Uber’s decision not to include a second operator in the vehicle during this testing.

-Uber ATG added a safety management system, among other updates, to address the present deficiencies.

The NTSB made six total recommendations to the National Highway Traffic Safety Administration, the American Association of Motor Vehicle Administrators, Uber ATG, and the state of Arizona–including that NHTSA requires developmental automated driving system test operators to submit safety self-assessment plans before they can begin operating on public roads. NHTSA will have to review these plans thoroughly to make sure all necessary safety precautions and standards are met.

Holidays and Winter Weather Remind Drivers to be Cautious on the Roads

December 8, 2019 by Levinson and Stefani Leave a Comment

This year, while Americans around the country were preparing for Thanksgiving and the festivities that accompany lengthy travel times, dreaded late-night drives, and full stomachs, we were all reminded just how busy our lives can get and the chaos that ensues when we are all trying to do the same thing and get to the same place. According to AAA, the expectation this year was that 55 million vehicles were set to hit the road, traveling more than 50 miles for the holiday. That is quite the number and goes to show how reliant our culture is on the ability to travel to visit our family, friends, and loved ones.

Besides stating the obvious that 55 million drivers on the roads present serious traffic concerns and safety violations, we wanted to bring attention to the fact that throughout the United States, especially in the Midwest, weather concerns present a serious issue that unfortunately cannot go unnoticed. It is true, Chicago and the rest of the Midwest get freezing cold. We experience brutal snowstorms, yet we somehow find ways to hit the roads and make certain that we get to where we are going. However, what we often don’t think about is the fact that these severe changes in weather present far more serious issues underneath the pavement that should make us worried about more than just the road being “clear.” We have written countless times about how potholes form due to cold weather and snow atop the roads, leaving many drivers unaware that even driving over one could potentially result in a blown out tire or the inability to properly turn. These are the types of issues we want to ensure all Americans are aware of because they truly come out of nowhere.

Chicago has recently announced that it is doing what it can to address issues involving potholes, going as far as conducting Blitz Days that serve as days dedicated for only refilling potholes throughout the city. While that may seem excessive, the reality is that Chicago has issues with road infrastructure throughout the entire city. You may be asking, so what, these issues are common and happen throughout the whole country. While it is true that potholes are common, other parts of the United States do not experience the snowstorms and inclement weather that we do. Sure, hitting a pothole is tough and may result in as little as a damaged tire; however, what occurs when you throw a snowstorm or the common “snow day” on top of that incident. You very well could be left waiting on the side of the road, or worse placing others in danger by continuing to drive with a damaged tire. That’s what this serves as. A simple reminder that while the pothole you attempt to avoid is an issue the city needs to address; you are responsible for how you drive after passing over such obstacles on the road.

With us now being in the thick of Holiday season, remember that the traffic and road chaos will only increase. Sure, the more traffic there is, the slower we are driving, but it has been shown time and again that more traffic results in far more dangerous roads. Again, this may be common sense, but it’s true that these road dangers go unnoticed. Remember, we are responsible for how we drive on the roads, even after a slight “hiccup” such as running over a pothole occurs. Do your neighbor a favor and be extra cautious. When you have 55 million drivers on the road, it’s the best you can do.

New Trucking Apps are Changing the Game for Drivers

November 27, 2019 by Levinson and Stefani Leave a Comment

Recently, we reported on the new sector of Uber: Uber Freight, an app which works to allow truck drivers and operators to claim shipments straight from their phones, as well as to get fixed rates and instant confirmation, tracking tools, and guaranteed seven-day payments.

However, the gratification of apps such as these seems to be fizzling out.

Uber Freight promised to motivate more new truckers to enter the industry in the midst of a driver shortage, and to easily allow drivers to match with jobs without the need of a middleman.

It also claimed it would allow drivers to pick their own hours and diminish the need to worry about rate negotiations.

For many independent drivers, though, Uber Freight and other similar apps, which seemed too good to be true, turned out to be just that.

Amit Sekhri, a driver who took up the vocation during the Great Recession, started noticing that not only was he enduring lengthy hours and weeks on end away from home, but he also was constantly dealing with late payments and incessant phone calls. Like a majority of truckers, Sekhri was booking his jobs through freight bookers, who do most of their business via phone call and habitually pay their drivers late.

Eventually, Sekhri came across Convoy, an app not unlike Uber Freight that allowed him to select nearby loads via his phone’s GPS and get paid within two days after completing a job. Now, Sekhri also dispatches four other drivers through Convoy delivery orders as well as through Uber Freight.

“It’s pretty easy. You like the price, you accept it, you assign it to a driver, and you can track them,” Sekhri said. “I don’t have to call the driver and say, ‘Where you at?’”

But problems began arising quickly. The number of jobs has started to dwindle, and drivers have begun complaining about low prices on Convoy. Three truck drivers, including Sekhri, recently discussed their disappointment with Bloomberg.

“I’ve got four kids to support,” said Sekhri. “I’m still hanging in and hoping it will get better.”

One of the other drivers had to close his business in March.

Convoy has even been negatively compared to its Uber counterpart, as truckers notice its business model has not been turning a profit. Convoy is planning to expand a bidding system, which would make it a kind of freight-eBay. Drivers would be able to place offers for a number of shipment gigs, which Convoy explains would help drivers find more work.

This theory isn’t proven, though, and could easily allow job payments to decrease, thus only making the low payment problem worse.

Drivers are continuing to try and find effective ways to save on costs. Although Convoy originally strived to become the new face of the trucking industry, it has instead become a reminder for drivers to pinch pennies.

For trucker Ira Lawrence, however, penny pinching wasn’t enough. After signing up with Convoy and buying a truck in 2017, he quickly found that it would be nearly impossible to make a living this way. With insurance costing over $1,600 a month, weekly fuel costing up to $3,000, and monthly maintenance exceeding $1,500, he was unable to stay in business with the vast majority of his jobs coming in through Convoy.

“We thought it would be this glorified life of: Get a load; stay there for a few days; and then get a load to somewhere else,” Lawrence said. “The overall cost of owning a truck is through the roof.”

The problem at hand is that while Lawrence and other drivers need to be paid more, shippers continually want to pay less. The quick payouts through Convoy helped him to stay in the gain for a while, but Lawrence was eventually forced to shut down his business after the low payments made it impossible for him to cover his insurance costs.

Insurance is an ongoing issue for these gig apps, as drivers are required to have high coverage for their cargo in addition to what they need for their trucks. For example, Uber Freight drivers have to cover all damages when they are at fault in the event of an accident, and must have a plan with at least $100,000 in liability coverage for cargo, as well as $1 million for their trucks.

The driver would then take on all responsibility for damages, which isn’t typically the case with traditional truck drivers, whose manufacturers or trucking companies are usually held responsible.

This is another ongoing issue, especially for innocent drivers involved in a trucking-related accident. Because these truckers are only required to have insurance covering the truck and its cargo, it is never guaranteed that hospital bills or car damage to the innocent party would be fully covered.

Still, Convoy plans to work toward exceeding the success of other trucking companies, including Uber Freight. However, Uber says it plans to spend $2 billion to expand its operations throughout Chicago.

When Fleets Need to Buy, Lease, and Sell in an Ever-Changing Market

November 26, 2019 by Levinson and Stefani Leave a Comment

The modern trucking industry has made it vitally important for fleets to know the best times to buy and sell their assets.

Right now, experts are saying asset management being aligned with the ever-changing industry is of the utmost importance, and this includes everything from proper maintenance to extend the life of equipment, to when and where professionals should dispose of used assets, to the way they plan for capital acquisition of new equipment.

Still, those in the industry have a never-ending list of questions regarding how they can stay on top of the game. When should they buy or lease? How do they know when a truck is too old to be useful? How should a fleet stay up-to-date on the newest technologies?

The biggest issue at hand, still, is the need to keep costs low, which becomes increasingly difficult as new technology is introduced.

Manufacturers show us new models every year, each with their own improvements in comfort, safety, driver assistance, emissions control, and more. As of now, a Class 8 tractor typically exceeds $125,000. As trucks’ technologies increase in sophistication, businesses need more highly-skilled technicians, which are also more costly than ever before.

On top of this, insurance rates for trucking companies tend to follow the trends in the industry. “Rate increases have ranged from single digits to, in some cases, double or worse depending on these factors,” vice president of Lockton Cos.’ transportation practice, Todd Reiser, said.

Shippers are now working to stay as environmentally conscious as possible, while fleets are taking advantage of every tool they can to increase their fuel economy.

In terms of fleet acquisition, Hub Group Trucking has five principles it follows. Those include: safety and reliability, driver appeal, deploying the latest technology, fuel efficiency, and overall ownership cost.

Hub Group’s executive vice president, John Vesco, weighed in. “Safety is first and foremost,” he explained, saying that having the newest equipment and technology supports that value.

Also of high priority–a solid capital expenditure plan and a disposal strategy that take into account all aspects of a fleet’s operating considerations.

“The best strategy is to establish a ‘continuous build’ [plan],” said Mike Britt, principal of MG Britt Engineering. “This will help the vehicle manufacturer remain consistent with quality, materials, and skill sets.”

He also added that fleets should schedule the disbursement of new equipment evenly throughout the year at the same times they retire their old assets. “This process will reduce maintenance cost on vehicles ready to retire, keep quality on new builds, and prevent ‘full fleet’ out-of-service situations,” Brit said. He also believes this process will prevent a company “from being bombarded with loads of new equipment to learn all at one time.”

Balancing fleet composition for projected business plans and maintenance costs will also aid in seeing a maximum return on investment, according to Taki Darakos, vice president of vehicle maintenance at Pitt Ohio, which has a fleet of 2,000 tractors and 5,200 trailers.

He also said the acquisition and disposal schedule should always take into account technology improvements. “Drivers want the newest trucks with the newest features and equipment,” Darakos noted. However, he says there is an important balance between getting the most value of an asset’s life and holding onto equipment for too long, which can cause new technology to become obsolete and maintenance costs to exceed boundaries.

On the other hand, new tech does tend to help increase driver retention and recruitment, he said.

Pitt Ohio also doesn’t ever lease equipment. According to Darakos, it’s important for trucking companies to have a substantial mix of new, middle-aged and older assets, so that as trucks come to the end of their life cycles, there are already newer ones to take their places, thus keeping costs consistent.

“When you have a good mix, your [capital expenditure] becomes more predictable and you benefit from an even approach to maintenance expense,” Darkos explained.

For disposal, Pitt Ohio uses auctions, as it doesn’t operate as a wholesale truck sales company.

No matter what a company chooses to do in regards to buying and selling, though, consistency is always key.

“Don’t overreact to market swings,” executive vice president of Melton Truck Lines, Robert Ragan, said. Ragan follows many practices he believes to be fundamental: understanding the operating environment, keeping a close eye on business needs and growth plans, and continuing to spec equipment to meet those criteria. He’s also careful to invest in preventative maintenance and to trade or sell his units before warranties expire.

“Know what you paid for it, what you spent [on it] while you owned it, and what you sell it for,” Ragan said. Taking good care of assets while you have them, he says, will give you “a good reputation in the market that will maximize the residual value of your rolling stock when you sell.”

How Truckers Can Make the Smartest Possible Route Selection Choices

November 26, 2019 by Levinson and Stefani Leave a Comment

For truck drivers, choosing the safest routes and maneuvers possible while driving can make a huge difference in the efficiency, timeliness, and security of their trips.

Because of this, it is vitally important that truckers thoroughly plan ahead enough to ensure that they never put themselves–or other drivers on the road–in harm’s way.

The following are a few ideas for truck industry professionals to keep in mind in order to have the safest and most successful driving experiences that they can:

In regards to selecting routes, a motor carrier road atlas can be essential. When reading these kinds of maps, a driver can find each type of highway color-coded, as well as see which truck routes and “National Network” roads are indicated for certain commercial motor vehicles to stick to.

In order from most- to least-preferred, these are the kinds of highways commercial trucks should use:

Interstate Routes

These are widely considered to be the safest highways because they typically have limited access, bypass smaller towns, and separate opposing traffic. However, because these highways are often heavily used, traffic congestion and poor weather conditions–especially around larger cities–can bring added difficulty.

Luckily, “trucks only” lanes on some interstate routes are becoming more common.

It can also be helpful to keep in mind the way in which interstates’ numerical systems function. For instance, odd-numbered interstates run north and south, while even-numbered interstates run east and west (Interstate-5; Route 66).

Three-digit interstates starting with an even number run around a city, and those starting with and odd number feed directly into a city. The second two digits for these interstates refer to their connecting larger north/south or east/west interstates.

Toll Roads

These roads are typically part of the interstate system, but, obviously, require drivers to pay a fee. Truckers should consider the many cost factors at play during their routes when determining whether or not to take a toll road. They also should keep in mind a number of obstacles that could be present on other routes, such as: time and distance differences in alternate paths, terrain quality, traffic and road conditions, the amount of stop-and-go driving and built-up areas, equipment wear and tear, and fuel usage.

U.S. Numbered Routes

These roads consist of the country’s major through routes. Often, they run parallel to interstates and can be a much better option when traffic and weather issues create delays on the interstates.

State Primary Roads

These are major routes that can be even more efficient than their nearby numbered highways.

Primary Provincial Roads

For those truckers who may need to venture into Canadian territory, these roads are typically highly maintained and well-engineered.

Other Streets and Highways

These are the through routes that can usually handle truck traffic much better than other local streets, and are often helpful for drivers to more easily reach their loading and unloading destinations.

There are, of course, numerous special circumstances in which truck drivers should use common sense and approach the situation carefully, as well. These include:

Local Truck Routes

Although these paths may not be clearly marked, most towns have routes designated specifically for trucks, and truckers need to stay in these routes or they risk being ticketed.

Posted Bridges

If a trucker’s rig weighs more than the weight posted, they cannot cross a bridge with those weight restrictions. If they do and they are fined, the ticket can be for up to $10,000.

Restricted Routes

Truckers should always pay attention to posted prohibitions, as some roads may have a tendency for accidents to occur. If a trucker does take a restricted route, they can receive a ticket or easily end up in a severe accident.

All commercial drivers should have these route selection tips in mind before any trip. Often, the safety of many people on the road lies in the hands of truck drivers and their driving choices.

While planning a trip, other ways to find helpful information about particular routes include:

-Checking websites and apps for up-to-date traffic conditions and suggested alternative routes

-Communicating frequently with other truckers or locals about road conditions

-Calling a shipper/consignee for directions once nearing a destination, so as to know of any possible obstacles that could delay timing

-Checking in about conditions with truck stop employees, police offers, or locals at other locations

-Staying familiar with a motor carrier road atlas and checking it for low clearances and restricted routes

-Utilizing a CB to ask questions regarding your current route

Local Trucking Accident Kills Chicago School Counselor

November 25, 2019 by Levinson and Stefani Leave a Comment

A dump truck driver has received negligent driving and improper right turn citations after colliding with and killing a bicyclist on the Northwest side of Chicago earlier this month.

Around 7 a.m. on November 6th, Carla Aiello was biking in the Union Ridge neighborhood between Milwaukee and Kilbourn avenues when she was struck by the trucker. Aiello was a school counselor at the Josephinum Academy of the Sacred Heart in Wicker Park, and was 37 years old.

The truck driver was identified in the police report as Juan Gonzales of Posen. He and Aiello had both been heading southbound on Milwaukee, and when Gonzales turned right onto Kilbourn, he immediately hit the cyclist–causing her to roll beneath the truck.

A bystander at the nearby Grayland station witnessed the crash while he was waiting for a Metra train.

“I saw the truck make a turn, and that’s when I heard the woman scream,” said Eric Kliethermes, who says he saw Aiello get pulled under the dump truck’s back wheels. “It was horrifying.”

Kliethermes then tried to run to the scene to help, as he is CPR-trained, but knew immediately that it was too late.

The truck driver was “in tears” and “hysterical” according to Kliethermes.

The crash took place in a section of road that does indeed have a bike lane. According to the Illinois Secretary of State’s Rules of the Road, all motorists must check bike lanes when making a right turn.

Aiello is now the second bicyclist in two weeks to be killed in a crash within the Irving Park neighborhood, and the third so far in Chicago during 2019.

Kliethermes, who is a bicyclist himself, said he has no idea how the trucker could have seen Aiello, even though the truck wasn’t moving particularly fast.

Often, drivers and bikers assume truckers have a better view of the road because they sit higher off the ground, but this is rarely the case. Truck drivers may have larger mirrors and a bigger forward view, but they still have sizable blind spots in which they can easily lose small vehicles and, of course, bicyclists.

Blind spot areas of large trucks include directly in front, directly behind, and along each side–especially on the right side, where Aiello was struck.

A good rule of thumb is that if you cannot see the driver’s reflection in the truck’s side mirror, you are in a blind spot. Staying in these blind spots disallows the truck driver’s ability to avoid a dangerous situation in which you may get hit.

For truck drivers–and all motorists–Watch For Me CT has many important safety rules to follow in order to stay out of accidents like these with bicyclists:

-Keep in mind that cyclists are often not allowed to ride on sidewalks and must use the roadway.

-Be aware that cyclists may take to the lane–it is their right to use it if needed.

-Do not honk your horn, as this could scare the cyclist and cause them to act erratically.

-Yield to oncoming cyclists when turning left at an intersection.

-Always check your blind spots for cyclists, and keep an eye out for cyclists approaching and passing you at intersections–they may not know they are in your blind spot.

Equally important is staying safe around pedestrians:

-Do not pull into a crosswalk while waiting to make a turn.

-If pedestrians are walking in a crosswalk, always yield to them when making a right turn.

-Stop far enough back so drivers in other lanes can also see the pedestrian, and so that you have enough space to avoid hitting them in case you end up rear-ended.

-Never pass a car stopped at a crosswalk, and keep an eye out for cars stopped in the street, as they may be allowing a pedestrian to cross.

-When waiting for a break in traffic while turning, be aware that pedestrians may have moved into your path.

-Look in all directions before entering an intersection in case they are any ‘late running’ pedestrians.

-Be mindful around bus stops or taxi stands, as passengers may decide to suddenly cross the road.

It’s also important to check for bike lanes where the striping may be faded and hard to see–which Joe Sislow, a member of the Northwest Side committee for the Chicago Mayor’s Bicycle Advisory Council, says is the case on the stretch of Milwaukee Avenue where Aiello’s crash occurred.

While there are protected bike lanes closer to the downtown area, Sislow said that the Northwest Side gets little attention regarding its bike infrastructure.

“It hasn’t been prioritized,” he explained. “How in two years did those lines completely fade away?”