Technology

Diagnostic System Regulation Changes Approved by CARB

July 31, 2021 by Levinson and Stefani Leave a Comment

Amendments to regulations pertaining to light-, medium-, and heavy-truck onboard diagnostic systems have been unanimously approved by the California Air Resources Board. This amendment would bring further data requirements, mandating that more data would need to be stored by OBD systems. Malfunction monitor issues would need to be immediately addressed, as well.

These changes would boost OBD system standardization regulations in an effort to adequately solve the issues regarding fault code number limitations that are able to be defined, as well as real-time diagnostic aspects that need improvements.

CARB’s annual smog check program, as well as its heavy-duty truck inspection and maintenance program, would see major upgrades from this amendment, which would bring an additional inspection tool to the programs themselves. The updates are set to be approved by the board by the end of the year.

“Board considers amendments to on-board diagnostic (OBD) system [regulations] requiring [boosted] data stored by OBD benefiting vehicle owners–ensuring malfunctions are promptly repaired, excess emissions [are lowered], and performance [is improved]” said CARB in a recent tweet.

The tweet also featured a graphic listing the reason for these changes, which stated that “program updates will occur regularly,” and listed these updates as occurring due to “technology forcing regulation,” that there will be “periodic reviews to check progress,” and notes the fact that the “last comprehensive OBD update” occurred in 2018. The graphic also mentioned that the “proposed changes address” the “need for more diagnostic information from vehicles, industry concerns,” and “issues discovered through OBD certification.”

The regulation regarding the smog test will require carriers operating in California–whether or not they are based in the state–to submit certified smog tests before crossing into California. Additionally, carriers would see extended timelines when they operate three or fewer trucks that are not compliant with these rules, and will have extended time for truck repairs to meet standards.

On August 3rd, CARB will host a public workshop to discuss pilot program details in regards to the proposed Heavy-Duty Inspection and Maintenance program and to go over the new regulatory language at hand. Stakeholders will have an opportunity to offer feedback at this time, and the formal rule-making process is expected to begin as soon as October.

“California light- and medium-duty vehicles are required to meet very stringent emissions standards,” said Chairman Liane Randolph. “The emissions standards for heavy-duty engines have also become significantly more stringent.”

California is likely to implement the new smog check program as new operating requirements for the state as soon as 2023, ATA noted.

“The CARB workshop will be the last opportunity to give input before it’s formally proposed in October,” said California-based American Trucking Associations environmental researcher, Mike Tunnell. “They’re looking at using the OBD data as the evidence that your truck doesn’t have the malfunction indicator lamp on for any fault codes. That data would get sent to CARB to confirm that the truck is operating without any mechanical issues related to its emissions control system.”

These updates are long-awaited, as onboard diagnostics standards have not been updated since 2018, added CARB’s executive officer, Richard Corey.

“Since then, the agency’s staff has identified several changes that are needed to improve the effectiveness of the regulation, as well as its implementation,” he explained.

According to CARB, new scan tools will not be required for shops or mechanics through these upgrades, because existing hardware will have software updates installed in a timely manner. By model year 2023, vehicles will see early implementation of this updated technology, and model year 2025 models will be required to be equipped with this software

“OBDs have been incorporated in heavy-duty trucks since 2013,” said Tunnell. “It’s already part of the manufacturing process, and the requirements applying to them.”

Still, though, the industry needs to be careful to make sure all OBD provision changes made are clearly referenced in the OBD regulations, explained vice president of the Truck and Engine Manufacturers Association, Tia Sutton.

CARB should “take note of the multiple pending and overlapping programs, especially in cases where regulatory changes to one program would create conflicting or duplicative regulatory requirements with another program, as will be the case here,” she said.

Self-Driving Vehicle Bill Reintroduced in House of Reps

July 10, 2021 by Levinson and Stefani Leave a Comment

The U.S. House of Representatives is once again considering a bill that would boost autonomous vehicle access throughout the United States. The Safely Ensuring Lives Future Deployment and Research in Vehicle Evolution (SELF DRIVE) Act was recently introduced by Representative Bob Latta of Ohio and will work to implement federal standards that would help deploy autonomous vehicle service through a variety of industries and agencies.

In recent congressional sessions, Latta has brought up the importance of this potential legislation.

“Self-driving cars have the potential to reduce traffic accidents and deaths, increase mobility, and improve quality of life,” Latta said during the session, “Autonomous vehicle technology can protect millions of Americans, while at the same time, providing seniors and those living with disabilities a way to live their [lives] outside of their homes.”

To make this a viable option, Latta explained that a federal standard framework is the key.

“In order for the United States to lead on this cutting-edge technology, we need a framework that allows industry to innovate while ensuring high safety standards,” he continued. “I urge my colleagues in the House and Senate to work with me on this bill to better ensure that all Americans are safer while on the road and have increased access to mobility.”

In an effort to boost the development, testing, and implementation of autonomous vehicle technology, the National Highway Traffic Safety Administration has made it a priority to focus on this legislation. Luckily, the SELF DRIVE Act has, thanks to transportation policy advancement through Congress, been receiving strong backing from lawmakers throughout the country.

“Recent developments in autonomous vehicle technology have prompted the real need for a national [autonomous vehicle] standard to ensure passenger safety and incentivize continued investment in driverless capabilities,” explained Representative Fred Upton of Michigan. “As the auto capital of our nation, Michigan will play a pivotal role in deploying driverless vehicles and propelling our autonomous fleets into the future.”

Upton also urged Congress to finally implement a federal standard for this kind of technology.

“This critical technology requires a clear national standard, and I look forward to working with my colleagues to set up the necessary infrastructure to continue this important work,” he added.

The legislation’s backers have widely consisted of autonomous vehicle tech supporters throughout the industry, such as Ariel Wolf, who currently serves as General Counsel for the Self-Driving Coalition. Wolf noted the benefits of dedication from policymakers on this subject, and their “continued commitment to autonomous vehicles as a transformative technology that will dramatically improve safety, enhance mobility, and spur economic growth.”

Wolf said this kind of support will change the transportation industry for good–a change that has been long-needed.

“Federal policies that encourage AV development with clear federal and state roles while promoting and protecting American innovation can help to revolutionize how passengers and goods are transported,” he continued. “We encourage Congress to quickly provide a federal framework that can accelerate the deployment of AVs on U.S. roads.”

In fact, autonomous vehicle tech may be able to transform the United States’ entire mobility landscape as we know it, according to Senators Gary Peters of Michigan and John Thune of South Dakota (who co-authored recent autonomous vehicle-related Senate legislation). The tech could indeed change the ways in which drivers obtain connectivity resources, as well as overall freight and passenger corridor access and utilization.

“One of the most important opportunities we can seize is autonomous vehicle technologies,” said Senator Peters. “We know that autonomous vehicles save lives, since 90% of accidents are caused by human error. We know that these technologies are also rapidly emerging and are already impacting the workforce.”

To catch up with other tech-forward countries, America really needs to get on board with AV, he added.

“We know that our competitors on a global stage, especially China, are recognizing the benefits of these technologies,” he explained. “And let’s be clear–let’s be absolutely clear–these technologies are coming inevitably.”

Driver Assistant Tech Finally Winning Most Truckers Over

June 27, 2021 by Levinson and Stefani Leave a Comment

Car interior with digital interface on blurry bokeh background. Double exposure

Truck drivers have had to adapt to more new onboard technology than ever in recent years, updates that originally saw a lot of hesitancy from the truckers themselves. Now, as drivers are more often seeing the benefits of technology like safety alert systems, they have embraced these changes.

Driver assistance systems (ADAS) tech has been able to help drivers avoid many kinds of crashes–whether they occur as a result of a driver’s own behavior or outside circumstances. Thousands of commercial vehicles are now equipped with such technology, which involves aspects like blind-spot detection and warning, rollover prevention, active braking, radar-enabled lane-keeping assist, variable-power-assisted steering, active radar-enabled forward collision mitigation, and side-of-truck displays made by video as opposed to having to use side mirrors.

Keeping up with these constant changes and upgrades has been tricky, explained executive vice president of TFI International, Greg Orr.

“Our drivers continue to adapt to new technology, which we support with training and education,” he explained. “It’s a process. You always have a break-in period and familiarity time, but once [drivers] get used to the technology, understand and incorporate it into their skill set, they realize it helps make them better. The majority would tell you that.”

Still, many drivers have maintained skepticism as more and more driver-assist tech comes into play, which Orr notes is really “rooted in experience.”

“For the driver,” he said, “any new system has to prove, without a doubt, two things: It does not diminish or get in the way of my ability to control and operate the truck, and it never fails or gives me false information.”

Because companies are doing more to educate drivers and are making an effort to keep this conversation ongoing, driver acceptance has become much easier, added Werner Enterprises‘ vice president of operations, Angelo Gibson.

“Adoption is quicker today than in years past,” he said, although “it still comes down to culture. Are we educating and talking about it the right way? That matters when you are trying to get driver buy-in.”

Because many drivers tend to be set in their ways, though, continuous feedback and testing is vital, Gibson explained.

“Again, there is a process you have to go through to get people comfortable with change,” he noted. “We do a really good job promoting [the advantages] and keeping things positive, educating on the benefits of the technology. That encourages buy-in.”

Additionally, ensuring that proper training is underway in regards to these new kinds of systems before they’re implemented is really the key in the success of their usage.

“We make sure, before we roll out any technology–whether retrofit or new–[that] we have a good training program to bring drivers up to speed on what it does and how it affects operating a truck, [as well as] what the signals mean.” said Old Dominion Freight Line’s president of safety and compliance, Sam Faucette. “Then, they learn what they can do in their driving to keep those [alerts] from happening.”

All trucks operated by ODFL have implemented active mitigation systems, Faucette said. For the company to secure its lowest accident rate to date in 2020, collision mitigation tech was the main contributing factor.

Interestingly, when younger truckers enter the industry, they are likely much more accepting of ADAS. For example, because they have spent a majority of their lives utilizing a variety of applications on their smartphones, they are much less concerned with additional applications utilized in a truck’s operating system. Additionally, the independence that truckers obtained in the business decades ago–that isn’t as prevalent now–isn’t as much of a concern for these younger drivers.

“Most of today’s young drivers have never experienced the freedom of truly driving a truck like it was 20 years ago,” Orr added. “They don’t have that frame of reference. They’re comfortable with technology, so having tech in the cab isn’t a big deal. In fact, it’s expected and almost universally embraced.”

Now, more drivers are understanding the overarching benefits of new technology implementation, especially when safety tech ends up helping to prevent an accident–or even exonerating a trucker from being at fault.

“We know that at least 80% of crashes involving [commercial trucks] are the other driver’s fault,” Werner’s vice president of safety and compliance, Jaime Maus, explained.

Electric Vehicle-Related Infrastructure Becomes Priority Across America

June 24, 2021 by Levinson and Stefani Leave a Comment

Local and regional agencies have been working to promote and implement commercial electric vehicle infrastructure, according to experts at a recent North American Council for Freight Efficiency workshop discussion. These efforts come as Congress is also working toward proposals for national electric vehicle charging infrastructure–which is also part of President Biden’s current American Jobs Plan.

“There are lots of different options for how these vehicles will be charged,” said Rocky Mountain Institute’s Carbon-Free Mobility program senior associate, Jessie Lund. “I will note: [Almost] all of the charging we are seeing, with a couple of exceptions, is fleet depot-based charging.”

For this kind of charging, sites could include areas like truck stops, rest areas on toll roads, interstate rest areas, warehouses, stores, shared-card-lock locations, or ports.

“There is a whole plethora of options,” Lund added. “Some may have some challenges, such as interstate rest areas where it’s illegal to do commerce. So that is probably not a great option for the near-term future.”

If three particular conditions are met, some trucking industry experts believe that electric vehicle deployment for commercial fleets will grow rapidly. These conditions include the accessibility of charging for the public, electric grid resiliency that can handle more demand, and overall truck availability in regards to a positive total cost of ownership.

“Truck OEMs are responsible for the trucks and the servicing, and are addressing this with technological innovation,” said Daimler Trucks North America’s vice president of product compliance, Sean Waters.

In it’s recently-released top research priorities list for 2021, the American Transportation Research Institute included an industry-wide focus on electric truck deployment and the attention needed for infrastructure capabilities and updates to accommodate it.

“Incentives, like Section 45 in the Clean Energy for America Act, also are critical to spur the early adoption of zero-emission vehicles,” added Waters. “Similarly, to support a nationwide charging infrastructure, a vast coalition of players will need to participate in order to identify where to place charging infrastructure, ensure common standards and resiliency, and to help fund its creation.

To help this move forward in the way it should, federal backing is a must, he added.

“The federal government’s support for all of the above will be required in order to create a universally accessible, cohesive, [and] nationwide experience viable for the nation’s fleets,” said Waters.

Commercial truckers would be granted a 30% credit for their electric vehicle purchase through Section 45 in the Clean Energy for America Act, and such credits would last until electric vehicles are determined to comprise more than half of all vehicle sales each year.

Non-profit organization Calstart, which works toward clean transportation technology expansion, has been collaborating with the U.S. Environmental Protection Agency to evaluate nearly 150 sites along Interstate 5 down the West Coast for potential infrastructure for alternative fuel methods. As of now, this evaluation includes 62 sites for depot and public charging infrastructure.

“We are going to need not only partner collaboration, but also finding resources to really support being able to build out that infrastructure,” said Calstart’s senior director of clean fuels and infrastructure, Alycia Gilde.

Calstart has also been working toward analyzing what is needed for an efficient EV Infrastructure electric grid to exist along that corridor.

“We wanted to understand, where do we anticipate the transition to zero-emission vehicles, the traffic, and throughput in terms of where we should be prioritizing infrastructure?” said Gilde. “For example, at truck stops…and then understanding what is the current load, and what additional load do we need in order to support electrification along I-5?”

According to Gilde, 27 sites will be able to be planned for medium-duty charging along the interstate corridor, and then eventually placed at every other site location for heavy-duty truck charging.

Natso, a truck stop- and travel plaza-representing trade group, is also aiming to boost electric vehicle charging station numbers across the country through National Highway Charging Collaborative group efforts.

“We have the real estate and the amenities,” said Natso’s vice president of government relations, David Fialkov. “We know what drivers want.”

Fialkov added that Natso and its industry are ready to collaborate with Congress, the utility sector, and state and local governments to push forward these innovative efforts.

“Utilities are enthusiastic about these projects,” added Peter Thomas, commercial business deployment manager at Electrify Commercial, a company which customizes programs for electric vehicle charging.

AI Helps Load Board Operators Speed Up Process

June 24, 2021 by Levinson and Stefani Leave a Comment

Background image with computer security and danger concept

Artificial intelligence, data analytics, and business-process automation are innovations being heavily utilized by logistics companies, technology vendors, and load board operators right now, as these methods have boosted freight matching capabilities and truck-to-load connectivity efficiency.

“I think it starts with the customer and really understanding their problems,” said DAT Freight & Analytics vice president of product, Nadya Duke Boone. “When they’re looking at that load, they actually have lots of different things in their heads that they’re trying to juggle. What we’re doing is bringing all that together in one streamlined way. I think that’s where the power of automation can really help if you do it right.”

According to Boone, DAT Book Now was one of her company’s methods for solving the issues customers face regularly and to help automate previously-manual processes.

For Truckstop.com, streamlining processes begins with determining what currently is working efficiently and what isn’t, and the company has been investing in technology teams to accurately make those decisions.

“How do we help them be more effective and efficient, and how do we get the work flows correct to provide them answers at the right time so they can make quick decisions?” asked Truckstop.com’s chief product officer, Brett Webb.

Also implementing automation in regards to business-process technology is Kenco Group, a logistics services provider.

“A couple of good examples where we got some traction are things like tracking and tracing,” said the company’s senior vice president of transportation, Mike McClelland.

Kenco has also been using process automation for its large online retailers wanting to integrate coordinating, warehousing, and appointment-setting services into their own fleets, as well as for its freight payment activity and other back-end processes.

“We are investing heavily in robotic process automation to eliminate any type of manual work, [and] any type of data entry that we’re having to redo in various systems,” said Kenco’s vice president of innovation, Kristi Montgomery.

Additionally, Kenco has been using DaVinci AI, a proprietary machine-learning AI system for service failure predictive analytics as well as for more accurately-estimated times of arrival. Other new technology utilized by Kenco includes Kenco STARR, a system launched in February to help smaller shippers with a TMS, HubTran for automated back-end processing, and a control tower capability system for its transportation branch.

“It is a marketplace, so you have to make sure demand and supply meet,” explained Uber Freight‘s head of product, Natarajan Subbiah. “Every time I’ve talked to someone in the logistics space and the shippers of the world, no one [has ever] said they have a lot of free time. So, this means that we have to make things super easy for them to basically improve their daily quality of life.”

Uber Freight has also launched a variety of tech-based AI solutions for supply chain members, especially to help make processes easier during the coronavirus era.

“It helped us weather through the market fluctuations, which we had quite a few [of] last year,” said Subbiah.

Additionally, Uber Freight’s pricing models have implemented data point-analyzing machine learning systems in order to instantly offer pricing for loads across their network. For larger customers to more easily gain access, Uber Freight also launched Uber Freight Link and Market Access.

“For those smaller shippers, we basically built a fully self-serve platform called the Shipper Platform that allows them to price and tender loads almost instantaneously,” Subbiah continued. “Because we price loads instantaneously, we make it super easy for shippers.”

Truckstop.com is also currently working on shifting its customer base to a new load search system, one that utilizes machine learning automation to predict more accurate rate estimates and ease the process of product freight matching.

For example, a ‘summary card’ was created by Webb and her team to work as a decision tree for carriers to more efficiently call a broker or book a load themselves.

“That is kind of the simplest part of that automation that we’ve been investing in, just keeping that user interface simple, streamlined, and with the right data at the right time,” she said.

Tractor-to-Trailer Data Exchange Methods Need Big Changes

June 9, 2021 by Levinson and Stefani Leave a Comment

“Fleets, truck OEMS, and trailer OEMS should get actively involved at a higher level to drive a consensus agreement on the path forward,” said S.1 Next Generation Tractor-Trailer Electric Interface Task Force chairman, Paul Menig.

Tractor-to-trailer data sharing needs major boosts in regards to its connectivity, industry experts are saying. Luckily, more and more tractors and trailers are seeing a plethora of electronic and innovative sensor options to make these efforts easier.

During the recent virtual meeting of the Technology and Maintenance Council of American Trucking Associations, these kinds of connection upgrade possibilities were a main topic of discussion.

Currently, the enhanced Safety, Maintainability, and Readiness Through Technology (eSMARTT) Trailer Survey is set to be released through TMC’s annual meeting–which will take place in-person–in Cleveland during mid-September. This survey will focus on the readiness of rental and lease companies in regards to these kinds of technologies.

Now, TMC is exploring new studies that have focused on the adoption of automated and intelligence technologies by tractor-trailer owners, as these kinds of platforms and services are becoming more commonplace than ever before across the trucking industry.

“When you consider that GPS trailer tracking has been around for over 20 years and is still not universally accepted and implemented, it is easy to understand that getting to a fully eSMARTT trailer is going to take time, even after the best pathways are defined,” explained WIllGo Transportation Consulting CEO, Charles Willmott.

Willmott is collaborating with Menig to not only conduct the survey, but to analyze the data collected for TMC. Menig also serves as the CEO for Business Accelerants.

“Lots of new ideas and so-called ‘smart trailer’ products have been introduced in just the last few years by component suppliers,: said Willmott. “Individually, many of these products have outstanding benefits to carriers and other trailer owners, but collectively, they product a cacophony of noise I refer to as ‘innovative dysfunction’ that makes it incredibly difficult, expensive, and risky for trailer owners to navigate and commit to future strategies.”

S.1 Next Generation’s most vital subjects currently involve: high-speed, high-power signaling and wireless communication connections for drivers and other transportation workers to use on mobile devices; both wired and wireless air, power, low-speed signals, and high-speed signal connections; high-speed communication connections among autonomous operating systems, safety systems, and cameras within tractor-trailer interfaces; standard power line carrier connections within commercial vehicles (such as within SAE J2497) and their ability to provide multiple data signals between trailers and tractors, as well as their 7-pin connector and two air line power systems; cooperation and collaboration between groups like TMC, The Society of Automotive Engineers, and the International Organization for Standardization; and an overall future-focused approach to establishing efficient tractor-trailer connections along with trailer backward compatibility.

Wabco North America system innovation leader, Wolfgang Hahn, explained during TMC’s presentation that autonomous systems and advanced safety systems need electronic braking capabilities, and that innovative camera systems will be needing gigabit ethernet transmission technology–a capability that is already implemented in fleets throughout Australia and Europe.

“The brake control system basically becomes kind of a spinal cord for this overall vehicle combination,” he noted.

Field sales support manager for original equipment at East Penn Manufacturing Co., John Cathey, added that absorbed glass-mat batteries will allow for the “cycle counts you are looking for in trailer applications for lift gates and all the other power demands that you might have.” He also added that “AGM seems to be the preferred choice in the market today.”

In regards to implementing high-speed communication connectivity between tractors and farms, the agricultural industry is much more advanced than the trucking industry at this point, explained Haldex’s chief engineer, Dave Engelbert.

“They are currently talking to chip manufacturers to find one that can produce the chips they need for this high-speed ethernet,” he said.

“We could learn something from them,” Menig chimed in, “and, potentially scale better by collaborating with them.”

Trailers use these chips in their anti-lock brake systems, as well as in their tire pressure monitoring, trailer tracking, and lift gate electronic controls, Menig explained.

“There will be many more in the future,” he said.