public safety

Sensing Technology Becomes More Common Among Braking Systems

October 8, 2020 by Levinson and Stefani Leave a Comment

Sensors have become an integral part in both proper brake monitoring and advanced driver assistance systems, and integrating these two aspects of modern trucking can boost component longevity, decrease vehicle downtime, and create easier maintenance, according to industry manufacturers.

The marrying of these two aspects is crucial for progressive development of ADAS–the foundation of autonomous driving and truck platooning technology.

Truck platooning is when multiple trucks travel together, with one typically following the other closely. In these circumstances, “you want to know what the brake health is on all the vehicles,” said Meritor director of brake engineering, Joe Kay.

This means fleet operators must always know exactly how a brake is functioning, and temperature, wear, and stroke sensors can detect an issue on any of the 10 wheel ends of a tractor-trailer and send an alert.

“Sensing is a key component of the future of our industry,” said fleet maintenance executive and consultant Brett Wacker. “In the absence of the human, you have to have the ability to know whether things are working or not working.”

Camera, radar, and lidar sensors are used on a vehicle to implement accurate overall perceptions and to detect object speed and vector. Once those sensors are in place, braking system tech can work in tandem with them.

Haldex vice president of research and development, Brian Marshall, explained that the difficulties of developing effective ADAS lies in the ability for sensors to detect everything around a vehicle “and plan accordingly, whether for brake actuation on automatic emergency braking or for autonomous vehicle development.”

For example, if a roadway is slick from rain, ADAS should be able to detect that and increase the vehicle’s following distance, said Marshall. “That has to be determined by an integrated approach where the brake system can openly communicate and provide data from the wheel end up to the controller.”

For SAE International, automated driving capabilities have been sectioned into six levels–from zero to five.

“There’s a lot of talk about getting to Level 4 and Level 5,” said Bendix Commercial Vehicle Systems director of marketing and customer solutions for controls, TJ Thomas. Presently, he said, ADAS for commercial vehicles is at Level 1, and nearly at Level 2.

Bendix has been collaborating on upgraded features for its driver assist product that will be “enabled by the current level of technology–the current radars, the current cameras,” explained Thomas. “As we learn more about them over time, we can enable new features.”

ZF North America’s Julian Plenchette explained that with sensors, brake actuation can be improved “to automatically reproduce the comfort and finesse of the human-actuated braking.” ZF has a modular braking system platform called mBSP, which simulates driver brake actuation with the utilization of a “digital foot brake valve.”

This platform gives trucks the ability to have adaptive cruise control, which includes “Stop & Go,” a feature that allows a truck to “safely reduce speed down to [zero] miles per hour when following another target and maintaining [zero] miles per hour until the vehicle detects that it is safe to increase speed once again,” explained Plenchette.

Electronic stability control also uses sensors, and can detect wheel speed differences and mass transfers in order to notice any possible instability or loss of control.

ZF North America’s Patrick Kealy also explained that brake pad and axle monitoring sensors on trailers can also work with a ZF Intelligent Anti-Lock Braking System so that information can be sent throughout the trailer from the sensors. This system can decrease connectivity costs between a fleet management system and a trailer, and with Wabco’s TrailerCast, this telematics device can communicate with iABS and its sensors. Then, data is sent to the fleet’s management system from the device over a 4G network.

One instance of iABS connecting to brake pad and axle monitor sensors is that of Hendrickson’s MAXX22T trailer air disc brake, which connects to brake pad-wear sensors and communicates with iABS for brake pad status updates. Then, iABS is paired with TrailerCast and can send trailer mileage, ABS faults, and brake system status reports straight to a fleet.

Supply Chain Issues During Pandemic Become Focus of Lawmakers

October 7, 2020 by Levinson and Stefani Leave a Comment

Lawmakers have been calling for manufacturing environment boosts regarding supply chain products and equipment in an effort to decrease any potential difficulties among supply chains hindered by COVID-19.

Last month, policymakers iterated the need for a safer and more efficient manner of goods production throughout the freight sector at a House Ways and Means hearing.

Oregon Representative and chairman of the trade matters subcommittee, Earl Blumenauer said he plans to move forward a bipartisan trade and manufacturing policy effort that will aim to create more reliable supply chains.

“In the conversations that have been developing around the topic of re-examining supply chains and the relationship between trade and manufacturing at home, there has been a lot of excitement regarding tax incentives, ‘Buy American’ policies, or applying additional tariffs,” said Blumenauer at the hearing. “In our examination, let us not fixate on one particular tool to the exclusion of others.”

The key, he explained, will be a collaborative effort to create the best possible changes and upgrades.

“Meaningful solutions will require us to work together, to be thoughtful, strategic, and creative. They will require our best tools and ideas to work in concert, likely across different policy areas. Without prejudging what those specific tools may be, I am confident that trade policy is an important part of the answer.”

Throughout the pandemic, particular instances of supply chain disruptions have proven to be catastrophic–especially those of Personal Protective Equipment. PPE supply chains have been unable to meet the demand brought about by the coronavirus, especially with July’s spike in nationwide cases. Since then, the country has seen major PPE shortages, as well as shortages of important drugs like Remdesivir.

Although the Trump Administration often turns a blind eye to the shortage of supplies like these, many members of the administration, as well as congressional Democrats and Republicans, have been working to relocate some of these PPE supply chains to the U.S. This effort would require an increase in domestic production, and would align with calls to return manufacturing efforts to the country–a major focus of the Trump Administration’s economic plan.

“This pandemic has shown us how important it is for us to be medically independent and to have supply chains that are reliable and flexible, no matter how they are structured,” said Rep. Vern Buchanan of Florida. “If we want stronger and more resilient supply chains here, then this must be the best place in the world to do business. The pandemic has showcased the urgency for having vital medical products like PPE and pharmaceuticals available quickly and reliable. We cannot rely on our adversaries, like China.”

To combat the virus, the United States quickly leaned on foreign manufacturers for PPE and for masks in general. Because of China’s own outbreaks, its factories could not operate a full capacity and many American companies and factories began breaking from their usual inventory to produce face shields and masks.

Tax-writing Finance Committee chairman Chuck Grassley explained the need for large changes in how the country has operated its supply chains thus far. “We cannot allow our supply chains to rely so heavily on China,” he said, “and I look forward to working with my colleagues, on both sides of the aisle, to discuss how we can diversify our supply chains and increase our domestic manufacturing capacity.”

Other experts have studied how the pandemic has affected pricing changes within the marketplace, especially as delivery drivers and essential workers have been working overtime to meet demands.

Carnegie Mellon University professor of engineering and public policy, Erica Fuchs, discussed with House lawmakers the ways in which manufacturing could get the improvement it needs through specific infrastructure investments.

“By infrastructure, I mean not just roads, bridges, transit networks, water systems, and dams, but also [the] energy, communications, manufacturing, and data infrastructure necessary for all of those,” she explained. “In the same way that we need to build domestically the products that global markets want and only we can make, our infrastructure investments need to be for the infrastructure and the future.”

She also noted that transit infrastructure needs new designs that will allow for safe and easy implementation of smart city systems and driverless vehicles, as well as enable the necessary data infrastructure for better security and privacy.

New Data Show Fatality Rates Rising on Roads, Even With Less Traffic

September 26, 2020 by Levinson and Stefani Leave a Comment

Earlier in the pandemic, we reported on findings that showed road safety had not improved, even though traffic was incredibly light during the nation’s stay-at-home mandates.

A recent study says not only are roadways not safer–they are deadly.

The National Safety Council has released preliminary data explaining that motor vehicle death rates jumped throughout May, regardless of shelter-in-home orders. Estimates show that when compared to 2019, data show a 23.5% rise in fatality rate per miles driven.

The group, which works to bring an end to the main causes of preventable death and injury, released this information during a roadway safety webinar in mid-July. It explained that per 100 million vehicle miles traveled in May, the mileage death rate was 1.47, up from 1.19 the same month in the year prior. Still, although fatality rates rose, there was a 25.5% drop in total miles driven throughout May 2020 compared to May of 2019.

“Unfortunately, the pandemic has exposed our road safety culture for what it is,” said President and CEO of NSC, Lorraine Martin. “We did not reap the safety benefits we should have experienced.”

The riskier roads at hand are now threatening to undo the traffic safety improvements made over the last few years. With three consecutive years of growing fatalities rates between 2015 and 2017, the United States had seen a gradual decline in overall traffic deaths. Now, more people are resuming their commutes to work, and traffic accidents are now the leading cause of workplace deaths.

May 2020 is the third month in a row that drivers were much more likely to die in a vehicle crash, according to NSC’s estimates. Throughout March and April, motor vehicle death rates per miles drive rose as compared to rates from the same time period in 2019. According to data, there was a 36.6% increase in death rates per miles driven in April, which also saw a mileage death rate of 1.47 per 100 million miles driven. This is up from 1.08 in 2019, although the number of miles driven decreased by 40% from April of 2019.

In March, during the beginning of the pandemic, data showed that there was a 14% increase in fatality rate per miles driven, with a mileage death rate of 1.22 per 100 million vehicle miles driven (up from 1.07 in March of the year before). This occurred even though the number of miles driven decreased by 18.6% from the same time frame in 2019.

NSC has collaborated with its SAFER task force to develop recommendations and guidance to help employers during this time, with information on safer routes and enhanced transportation safety while on the job. This resource details the reasons why employers should focus on roadway safety for their workers both during the pandemic and after.

“As motor vehicle crashes are the leading cause of workplace fatalities, transportation safety should be integral to every organization,” said Martin. “An employer’s reopening strategy is an opportunity to emphasize and reiterate the need for safe streets, as well as safe workplace transportation. Employers can make a real difference in improving safety on our roadways, helping to protect their employees, as well as other road users.”

Martin explains that although reasoning behind these high death rates may still be confusing right now, she believes that the clearer roads have persuaded many drivers to operate their vehicles with less care. National Highway Traffic Safety Administration associate administrator for research and program development, Nanda Srinivasan, said that drivers are often tempted to speed on an empty road. Additionally, many drivers may participate in impaired driving or refrain from using a seat belt.

“It’s clear that our open roads have created somewhat of an open season for reckless driving,” Martin said.

During the first five months of 2020, six U.S. states saw notable jumps in roadway fatalities–New Hampshire had a 64% increase, Connecticut 39%, Louisiana 15%, Missouri 12%, Arkansas 10%, and North Carolina 6%.

According to Srinivasan, drivers need to always keep in mind these safety fundamentals: buckle up, don’t speed, and drive sober.

Executive director of the Governors Highway Safety Association, Jonathan Adkins, also explained that a majority of crashes have some kind of behavioral factor involved, like drinking or speeding.

“The number one concern from Governors Highway Safety offices is five letters: speed,” he reiterated.

Adkins also noted that “traffic-calming infrastructure” would help the issue, which is a method of improving roadways’ physical layouts. There are specific designs that can improve overall road safety, and Adkins cited one example in which some recently-shut-down streets in Charleston have given easier access and higher safety levels to pedestrians and bicyclists.

“Traffic-calming infrastructure is fantastic,” he said. “We’re seeing this across the country, and it’s really encouraging.”

A great safety-centered resource for organizations, employers, and independent drivers to join is NSC’s Road to Zero Coalition, a group of 1,500 members working to end all roadway deaths by 2050.

Supply Chain Workers Form Task Force to Increase Social Distancing During Delivery

September 21, 2020 by Levinson and Stefani Leave a Comment

Recently, a group of supply chain partners, retailers, and manufacturers came together to create a task force that would outline standards needed in order to reduce person-to-person contact when freight is moved from Class 8 vehicles to last-mile drop-offs.

The Contactless Delivery Task Force, launched by the Consumer Brands Association, has developed protocols for safer and smoother delivery processes for everyone involved.

“Everyone is very concerned about ‘How do we keep our employees safe, how do we keep things moving efficiently in a high-demand environment?’” said Consumer Brands Association vice president of supply chains, Tom Madrecki. “But, that issue of safety continues to percolate and continues to be very relevant.”

The group’s primary focus will be electronic bills of lading (eBOL), which bring the benefits of digitizing typically paper-based processes for further efficiency and data accuracy, as well as health and safety improvements (by reducing the need for human contact).

“As shippers continue to build more efficient and resilient supply chains, the eBOL fills in a gap that many clients have been asking for,” said Accenture’s supply chain and operations practice senior manager, Henry Blum. “The touchless BOL will result in entry error reduction, increased visibility to OS&Ds, drive lower transportation costs, and benefit their green footprint.”

EBOLs will help the industry move away from paper documentation and forward into the age of online dashboards, virtual booking, instant quotes, and data analytics. These methods are becoming much more present throughout the industry as shippers more regularly prefer real-time updates and information. Trucking industry carriers have been adopting the technology more rapidly than ever.

Additionally, as more industry workers have been working from home due to COVID-19, the demand for quickly-available electronic information has skyrocketed, and the transition to eBOL has allowed shippers to give faster and more efficient insight into the operations and logistics of their warehouses from their remote locations. For jobs that cannot be done from home, an eBOL allows for easier social distancing as files and documents no longer need to be exchanged in person.

“As CPG companies identify ways to increase supply chain efficiencies and ensure employee safety, electronic delivery verification through a contactless pick-up and delivery process is a natural solution,” said Madrecki.

The task force plans to make contactless delivery and pickup protocol much easier while maintaining and increasing system efficiency and employee safety. Since its launch, the task force has grown to include 25 consumer packaged goods retailers and companies.

“We’re really looking at ‘How do we reduce human interaction so that we can continue to facilitate the movement of goods and services?’” Madrecki explained. “A lot of companies raised the need for contactless deliveries mechanisms or tools.”

One company on the task force is Land O’Lakes, Inc., which hopes to be part of a major change for the progress of supply chains.

“While a major disruptor, COVID-19 now gives us the opportunity to partner across our industry and develop the processes and procedures that will define the consumer packaged goods space for years to come,” said Land O’Lakes senior vice president and chief supply chain officer, Yone Dewberry. “Health, safety, and efficiency have always been our priorities, but now we’re forced to look for new and innovative ways of incorporating technology even further.”

Virtualization is key for the task force, and those that are part of the effort have found a solution to keeping supply chains moving efficiently has been electronic delivery verification. Because of this, eBOL processes are a logical next step.

“We specifically looked at that as the first bite of the apple when it comes to contactless deliveries and how do we remove paperwork and the physical process from deliveries,” said Madrecki. “But, there are clearly other applications.”

If a company is able to implement an eBOL system, it would also be able to put in place other related solutions for different situations, as many aspects of a trucking business involve electronic information transfers.

“If we can work in a concerted way to provide a workable standard for that, then there are clearly other applications to other parts of the delivery ecosystem,” said Madrecki. “It can definitely open up into a lot of different directions.”

Sleep Apnea Found to Have Contributed to Fatal Crash, Continues to be Major Trucking Safety Concern

September 16, 2020 by Levinson and Stefani Leave a Comment

Illinois — After a fatal multi-vehicle crash took place on Interstate 290 in Elmhurst, Illinois in 2018, it was found that some of the circumstances were three of the 10 issues on the National Transportation Safety Board’s Most Wanted List of Transportation Safety Improvements for 2020–one being untreated obstructive sleep apnea.

On March 1st, 2018, a commercial truck-tractor and a semitrailer traveling along I-290 in Elmhurst hit a vehicle that had slowed due to traffic congestion. A chain of crashes occurred after the initial rear-end collision, which included two additional large trucks and three more automobiles. Five people were injured as a result of the seven-vehicle accident, and one was killed.

Three primary safety issues were identified by investigators: fatigue, the lack of a collision avoidance system, and medical fitness for duty. All three of these concerns are on the NTSB’s Most Wanted List.

“This crash tragically highlights the urgent need to implement the safety recommendations association with our Most Wanted List,” said Robert L. Sumwalt, NTSB chairman. “Had our safety recommendations in these areas been implemented, this crash may well have been prevented.”

The NTSB concluded that the lack of a “robust medical certification evaluation process” at a federal level to identify and treat commercial drivers for obstructive sleep apnea was one of the largest issues contributing to the fatal crash.

Investigators found that the trucker who failed to slow down in time for the traffic congestion was “likely fatigued due to an untreated sleep disorder related to obstructive sleep apnea.”

This commercial truck driver had been diagnosed with sleep apnea in 2012 after undergoing a sleep lab test following a previous hospitalization. After speaking with NTSB investigators, the trucker admitted to failing to use his continuous positive airway pressure (CPAP) device for obstructive sleep apnea treatment since his hospitalization. CPAP devices can send reports to a physician via Bluetooth when used.

The NTSB’s Most Wanted List details 10 areas of concern that act as the agency’s guidelines for immediate, necessary recommendations for action, that if put in place, would have the potential to prevent crashes and fatal accidents.

In 2009, the NTSB recommended to the Federal Motor Carrier Safety Administration that a program should be implemented that would identify and help treat commercial drivers with OSA. This concern remains on the Most Wanted List, along with other sleep apnea-related issues.

The NTSB also recommended that forward collision avoidance systems be standardized and installed in all new commercial and passenger vehicles in its 2015 special investigation report. These recommendations are still listed as some of NTSB’s Most Wanted.

“With our Most Wanted List, the NTSB has pointed the way to safer roads, rails, seas, and skies,” said Sumwalt. “But, to make that vision a reality, the recipients of our safety recommendations need to implement them.”

An FMCSA spokesman said that the agency believes “all commercial driver’s license driver medical screening examinations should be robustly performed by medical examiners.”

But, without regulated standards for these tests, the identification and treatment responsibility for obstructive sleep apnea in a driver falls on the shoulders of the medical examiner, said FMCSA medical review board member Brian Morris.

“There are some medical examiners that are quite diligent in performing the exams, and they would do the appropriate screening for sleep apnea,” said Morris. “Other medical examiners don’t focus as much on the issue.”

Still, even if sleep apnea is identified, many physicians won’t ask for a follow-up or require treatment like the CPAP, Morris explained. If untreated, the risk for sleep apnea-related issues is much higher than that of drivers at a low-risk stage.

“Right now, American Trucking Associations definitely recognizes that sleep apnea is a safety concern,” said ATA manager of safety and occupational health policy, Abigail Potter. “There is a lot of data and evidence to that effect.”

While ATA acknowledges the issue as well as FMCSA’s long-term work studying the risks at hand, ATA still says it wants FMCSA to prioritize the consideration of all cost-benefit issues before implementing a new rule, according to Potter.

“The bar for commercial drivers to get medically evaluated and certified has been raised by FMCSA over the last few years,” said Scopelitis Transportation Consulting president, David Osiecki. “Ultimately, the trucking industry and highway safety will be better served by clear guidelines that allow drivers and safety management personnel to anticipate and better plan for the medical evaluation-certification process.”

Truck-Screening Technology Expanding Throughout Arizona

September 5, 2020 by Levinson and Stefani Leave a Comment

To keep compliant trucks moving regularly, the use of innovative truck-screening technology has been implemented across the Arizona Department of Transportation.

In a news release by ADOT, the department said it would be using this tech alongside commercial ports of entry in order to more easily record important identifying information of trucks as well as weight and other qualifying factors. So far, this truck-screening technology has only been in place at rest areas, such as the McGuireville rest stop on Interstate 17, Canoa Ranch on Interstate 19, and Sacaton on Interstate 10.

The truck-screening tech will now be expanded to commercial entry ports along Interstates 10 and 40, and on state Route 95 in Parker.

“This truck-screening system will allow our officers to focus on the commercial vehicles that need our officers’ attention,” said ADOT’s Enforcement and Compliance Division deputy director, Jeff Stanhope. “It helps us make better use of our resources and efforts while allowing trucks in compliance to go on their way.”

The technology, when expended across the major east-west routes of Interstates 10 and 40, will be passing through Arizona in order to connect New Mexico and California. With state Route 95 running along the borders of Arizona, it will also feed into California and Nevada.

“As you’re coming from New Mexico or California on either I-10 or I-40, you’ll go through these truck-screening places,” said Ryan Harding, spokesman for ADOT. “There’s a lot of truck traffic on those interstates.”

This tech has cameras meant to read USDOT numbers and license plates, weigh-in motion sensors, and message signs. At the Ehrenberg and San Simon ports of entry on Interstate 10, the screening technology can identify commercial vehicles that have tires in need of repair, as tire failure on any commercial vehicle can bring potentially catastrophic situations to the road and can allow dangerous tire debris to be left on roadways. For this feature, the agency is still evaluating how accurate the sensors can be.

When a truck is approaching an entry port, signs will direct the driver to the right lane, and when he or she reaches a half-mile point from the port, cameras and sensors are able to capture the commercial vehicle’s information and relay it back to the port’s ADOT Enforcement and Compliance Division officers.

The sensors and cameras along the roadway are meant to more easily collect necessary information about the commercial truck without the driver having to stop.

“The cameras are really high-speed, so they can capture the U.S. DOT number and license plate, and it’s able to weight the truck as it rolls over,” said Harding.

The screening system will then compare the truck’s information against state and national databases, and truckers that are compliant will be allowed to bypass the port. If the port’s system detects a problem, the highway signs will alert the driver that he or she must pull into the port for inspection. Some of these issues calling for a driver to stop include: out-of-service orders, expired registration, or permits not on file. At the Ehrenburg and San Simon ports of entry, this could also include any tire problems detected.

“It just makes it more efficient because the trucks are coming into the port are those trucks that need further inspection by officers, and the trucks that are OK can just continue right on,” said Harding. “It kind of smooths the flow of commerce.”

This truck-screening technology will not only make life on the road easier for truckers, but will also aid overall state planning. Size and weight information will be stored by ADOT in order to help its Multimodal Planning Division make more accurate and necessary decisions in relation to the state’s highway system.

It will also work to save truck drivers and officers resources and time on the job, and make their work a bit more stress-free.

“We hope that this will make it a lot more efficient for the flow of commerce in and out of the state, and make it more efficient for our officers’ time and resources as well by only inspecting trucks that need it,” explained Harding.