Technology

Trucking Companies Reaping Benefits of ELD Utilization

April 7, 2021 by Levinson and Stefani Leave a Comment

We recently reported on the effects of the latest ELD mandates on road safety and hours-of-service regulation compliance. But, how can ELDs also help fleets themselves better manage their businesses and employees?

“These devices help with understanding behaviors like speeding, hard braking, and over-accelerating,” said KeepTruckin vice president of product, Jai Ranganathan.

Dispatchers can even dispatch more quickly and efficiently with real-time location tracking through ELDs, which allows freight transportation to move as swiftly as possible.

“Dispatching has become the gold standard for efficiency, even in smaller fleets,” Ranganathan said.

“[ELD data] is straightforward and really leaves no room for interpretation, which is a good thing,” agreed Cargo Transporters vice president of safety, Shawn Brown, in regards to ELDs’ helpfulness with driver training.

Additionally, dispatching actions can also be improved by ELDs, explained vice president of product management at Trimble Transportation, Glenn Williams.

“By electronically capturing key hours-of-service data, fleets are also able to more readily pair available capacity with freight to reduce empty miles and backhauls, improve driver efficiency, and connect the entire supply chain to make it easier for shippers and carriers to work together,” he said, noting that supply chain transparency, vehicle utilization maximization, freight coverage boosts, and shipper-carrier communication have also seen major improvements with ELDs’ abilities to bring much higher levels of driver data access and vehicle connectivity to fleets.

ELD data can also help fleets lower overall detention time, fuel usage, and vehicle breakdowns by allowing them to better identify the best times at which certain vehicles can be properly dispatched, according to Michael Ahart, Omnitracs’ vice president of regulatory affairs.

“It can also be used to set realistic performance expectations with customers, allowing fleets to better predict arrival times based on HOS data,” he explained.

In fact, an overall decrease in delays has become a key focus in the use of ELDs, said director of operations at Grand Island Express, Deen Albert.

“It forced our driver managers to be very actively involved in the drivers’ hours, understanding where the drivers were, how much time they had left on the clock, and being able to maximize that,” he said.

For example, driver managers can track how long drivers are spending at home on their days off, explained Garner Trucking Inc. chief operating officer, Tim Chrulski.

“The data allows us, at a quick snapshot, to separate our data and look at hours,” he said. “Then, we track that weekly, so we’re fair and balanced for everyone.”

Fleets can also improve their overall route efficiency with ELDs, said Orbcomm’s director of fleet safety and compliance, Scott Stofer.

“They’re utilizing the system to the fullest to manage violations, manage fuel efficiencies, and make better decisions for dispatching,” he said.

J.J. Keller & Associates transport industry business adviser, Rick Malchow, added that fleets can track out-of-route miles and equipment-use efficiency with ELDs, as well as reduce shipper facility driver detention. If detention does occur, ELDs make it easier for drivers to get paid for that time.

Fuel consumption and vehicle idling tracking is also a helpful usage of ELDs, Ranganathan noted.

“This common-use case is helping to drive up the efficiency of trucks on the road while reducing carbon footprints across the country as more fleets utilize technology,” he said. “Data from ELDs helps eliminate the administrative burden of collecting state mileage and fuel receipts and automatically calculates this information instead.”

Driver education is another bonus of ELD implementation, said Cargo Transporters’ Brown.

“One big factor for a driver is trip planning and taking the time to think about not only your next stop, but the stop after that and where you’ll be parking for the next HOS break, etc.,” he explained. “Knowledge is power, and the ELDs provide much-needed real-time data that is very helpful in maximizing a compliant workday.”

ELDs may even be the launching-off point for further safety technology adoption, Orbcomm’s Stofer noted.

“In a lot of ways, the ELD mandate has accelerated the adoption not only from the provider side, but also from the carrier side,” he said.

Vendors Rush to Update ELD Software When HOS Rules Change

February 2, 2021 by Levinson and Stefani Leave a Comment

Electronic logging device manufacturers have been working quickly and diligently to ensure their technology aligns with the changes recently made to hours-of-service regulations–specifically, the rules affecting the number of operating hours a truck driver is allowed to work.

In addition, ELD software changes have been made to boost a commercial drivers’ ability to take advantage of the added flexibility that came with the new HOS regulations. After the Federal Motor Carrier Safety Administration published its final rules in mid-May, ELD vendors had to finish and install all necessary software changes before the September effective date–even beginning to make updates as early as the spring.

“I think it went just about as smooth as you could expect, since there wasn’t any grace period in this regulation.” said National Oilwell Varco transportation compliance manager, James Victory, of the software updates. He noted that NOV’s ELD supplier helped the company in its preparation for the HOS changes. “They just went live with it on [September 29th]. This was an anomaly as far as regulations go, because they were less restrictive instead of more restrictive. So, it wasn’t a big problem adapting to that.”

With the new hours-of-service revisions, a driver can operate for eight hours of driving time with just a 30-minute rest period, as opposed to having eight hours of on-duty time with an off-duty time requirement. “On-duty, not driving” periods now qualify as rest breaks. Additionally, drivers are now able to split their required sleeper berth time by dividing the 10-hour requirement into either an eight- and two-hour period or a seven- and three-hour period.

The new regulations also allow for an extension of the maximum on-duty time period and distance limit under the shorthaul exception, and allow drivers to extend the 11-hour driving limit and 14-hour driving window in adverse or challenging driving conditions by up to two hours.

“It was a tight timeline,” said Teletrac Navman’s safety and compliance product manager, Oswaldo Flores. Teletrac Navman provides its ELDS to companies like National Oilwell Varco. “Fortunately for us and for the industry as a whole, there weren’t many changes” [between the time of the proposed changes and the final rule].

Things looked a little different for Trimble Transportation, though, whose vice president of product management, Glenn Williams, said that once the regulation updates were announced, “our teams worked diligently to deliver software code that accounted for these changes.”

Williams noted that due to his team’s quick work, the company’s software updates became available to its customers in August.

“Since any new rule like this can impact a driver’s workflow, we made a consistent effort to educate customers on what these changes entailed,” Williams explained.

The bulk of software updates during this time were made over-the-air, according to Trimble and many other software vendors. For those who wanted to manually update their ELDs, Trimble created a code for USB sticks.

“To ensure a smooth transition, the new rules were already in the latest version of the software and ready to be activated,” said Verizon Connect’s head of compliance products, Ray Sweeney. “We had teams all over the world on standby at midnight to make sure that the switchover went smoothly and the software was working to the new rules.”

Vendors said the overall appearance of their software didn’t typically change much with these updates, so many users didn’t notice the changes that were made.

“The majority of the work is hidden beneath the surface in the rules engine that is constantly monitoring activity,” said Sweeney.

Software updates for Samsara Fleet Management included “updating our cloud dashboard so that fleet managers would be able to see what drivers’ logs looked like under the rules,” according to the company’s director of product management, Sean McGee.

Over-the-air updates for ELDs are meant to be as user-friendly as possible, said Zonar Systems’ vice president of safety and compliance, Fred Fakkema, who said the user accepting an update is similar to someone allowing an update on his or her smartphone.

Still, the timing of the update is vital, especially considering time zone differences.

“The time was 12:01 a.m. Eastern Standard Time, which was 9:01 here on the West Coast,” said Fakkema. “A lot of trucks aren’t moving at that time, so you can get the update done, and when the driver comes into work, the update is there once they log on.”

Samsara also sent an update over-the-air, which was convenient for drivers because “when they logged in on September 29th, they would see their clocks reflect the new rules without them having to do anything,” McGee explained.

Pre- and Post-Trip Truck Inspections Boosted by New Technology

January 17, 2021 by Levinson and Stefani Leave a Comment

Fleets have been utilizing more technology than ever before in efforts to ensure drivers can conduct pre-trip and post-trip inspections properly and submit their findings ahead of schedule. Preventing roadside violations, maintenance issues, and vehicle downtime is vital in a fleet’s overall safety and efficiency.

Technology has also become extraordinarily helpful in boosting driver engagement and awareness during the inspection process.

“On a mechanical side, drivers need to be thorough on their pre- and post-trip [inspections] every single day,” said C.R. England Inc. Compliance Safety Accountability manager, Shana Hatch. “They need to be aware of how the equipment looks and feels and what they see [when] walking past.”

Drivers for C.R. England have a particular method of observing their trucks and making sure everything on their checklists is evaluated properly.

“I tell the drivers, everything on your pre-trip is the same as a Level II inspection, and the majority of violations found on a roadside inspection should have been noticed in a pre-trip if they’re doing a thorough pre-trip,” said Hatch. “Lights are either on or off. There is no in-between.”

For Boyle Transportation, the fleet uses a variety of methods to make sure inspections are done as efficiently as possible.

For example, it utilizes fleet management software Fleetio, which allows drivers to conduct inspections and submit their driver vehicle inspection reports right on the app.

“If [drivers] have a problem, they open the app, enter in what the issue is, and our maintenance department acts on it,” said Lasko, who noted that Fleetio has made communication easier than ever between drivers and maintenance workers.

Fleetio also keeps track of maintenance history for each truck and piece of equipment for truckers to have on file.

“You could then look [at the app] and say, ‘Mike reported two weeks ago [that] this trailer had low tread depth,’ so, right away, you know if there is something that needs attention,” Lasko explained.

Another method of inspection technology includes Zonar Systems’ Electronic Verified Inspection Reporting, which uses RFID and NFC tags on inspection zones throughout a vehicle, which drivers can scan during any inspection for further efficiency.

“Once they electronically sign the inspection, the results are uploaded into Zonar’s secure online portal and can be accessed by fleet managers,” said Zonar’s vice president of safety and compliance, Fred Fakkema.

These kinds of inspections have always been recorded manually and on paper, and sometimes those documents don’t make it to maintenance. Trimble Inc. transportation technology supplier said its technology circumvents that problem by integrating with an inspection’s DVIR process.

“The option of doing [pre- and post-trip inspections] or not doing [them] now that we’ve entered into the ELD (electronic logging device) phase has changed,” said Trimble’s senior solutions engineer, Dave Walters. “When the driver inspection is done, the data goes directly to the shop maintenance system. If there is a defect, the shop has to take some type of action.”

Walters noted that if a critical defect is indeed found, the shop will immediately begin taking action by sending out a vendor or bringing in a driver. If a defect found is noncritical, the system can track it and allow technicians to fix it the next time a truck enters the maintenance shop.

For Southeastern Freight Lines, DVIRs are utilized through Innovative Software Engineering (a company from Trimble), and stored there to comply with Department of Transportation guidelines. Southeastern’s telematics devices input DVIR, allowing drivers to see previous inspection reports and to sign off electronically.

“It also provides the driver the ability on the post-trip to document any issues that he experienced during this assigned scheduled run,” said Southeastern’s director of fleet services, Lee Long.

If any deficiencies are found, they are directly sent to Cetaris, Southeastern’s computerized maintenance software. There, all defects needing to be addressed are listed conveniently.

“It is all electronically handled,” said Long. “Our system provides work due reports that refresh routinely so we can see what has been requested for repair throughout the day.”

Then, requests made by shop, region, or by the entire system can be reviewed easily. The most common requests are “‘pulled in’ to a work order as being the primary reason for repair, and then a standard job is assigned to correct the defect and update the DVIR electronically,” Lee noted.

Trucking Companies Turn to Apps to Help Keep Employees Safe From COVID-19

January 9, 2021 by Levinson and Stefani Leave a Comment

Modern technology has become a staple for trucking companies navigating the challenges of operating during the coronavirus pandemic–namely, software applications.

Specific apps have been helping employers and employees alike better understand the risks of COVID-19 that may occur while at work, and can also allow companies to track employee health, address fears around the virus, and help employers properly respond to a worker contracting the virus.

“While many communities across North America and the world are declaring a state of emergency and are mandating the closure of nonessential businesses, trucking logistics companies are continuing to deliver the goods that we rely on every single day,” said Geotab CEO, Neil Cawse.

Because truckers are still at the frontlines, coronavirus-focused trucking apps need to become readily available for workers across all trucking companies, especially apps with consistent updates on which areas are most affected.

“For instance, if the number of infected [people] has been going up in Charlotte, North Carolina, I might want to take a few extra precautions if I’m going there,” said trucker Todd McCann, who also noted that many truckers have been using word-of-mouth to share COVID-related updates within the industry.

“I work for an LTL company and we often have city drivers from all over the map drive our trucks while we are sleeping at the hotel,” he continued. “It would be extremely important to know if the driver who drove my truck that day showed symptoms of COVID-19.”

However, getting this kind of app usage to become widespread across trucking companies may be more difficult than one might think, McCann said.

“You’d be shocked [by] how many drivers out here are still rocking flip phones–seriously.”

Truck driver training firm CarriersEdge co-founder, Jane Jazrawy, agreed, also saying truckers must be able to stay in constant communication with their companies while on the road. Jazrawy believes the need for a workplace coronavirus management app is of the utmost importance right now.

“[Employees] need to be able to connect to someone at the office if they need help, and they need to know what resources they have if they have symptoms on the road or find themselves in a situation where there is potential exposure,” she explained.

To bring common usage of an app like this would require slow buy-ins and proper testing, though, Jazrawy said.

“The best way to make sure that any technology adoption is successful is through a pilot rollout,” she explained. “Choose a small group of drivers and ask them to be part of the test and ask them to use the system. Ask the drivers who you think will be the most resistant–if they are included in the decision process and they like it, it will be much easier to persuade others to adopt the technology. The pilot doesn’t have to take very long if you want to get started quickly.”

So far, bigger companies like Ryder System Inc. have been able to create their own custom company apps for purposes like these.

“Our approach has been to utilize our existing tools and data analytics capabilities, while augmenting with outside technology partners to solve for a particular use case,” said Ryder Supply Chain Solutions vice president of supply chain excellence, Gary Allen. “As an example, Ryder already has safety solutions–Internet of Things devices–to track personnel and material-handling equipment, and an analytics platform to monitor performance across our business. Our business analytics team built our own app to help with monitoring external hot spots, internal case status, attendance issues, and business interruptions across our Ryder network.”

Still, companies without the capacity for custom app creation can utilize already-made apps for protecting employees from the virus–some that only focus on workplace COVID contact tracing, and others with management solution tools to use during the pandemic. Some of these apps are (often free) software packages, and some are add-ons to other more extensive management packages.

For example, SafetyTek COVID-19 Workforce Health Analysis is a free, stand-alone tool with cloud-based software and the capacity to monitor at-work safety.

“We’re making this solution free because we strongly believe that every company should have access to all the tools available to ensure their team’s health and safety,” said Ryan Quiring, CEO of SafetyTek.

Employees can update their COVID status daily on the app, while companies can offer updated insight on work-from-home situations, human resources, and other safety information.

Kokomo24/7 COVID19Tracker is also free software that consists of a contact tracing tool allowing companies to track their employee’s health and to alert employees that may have recently been in contact with another worker who has contracted the virus. The software uses artificial intelligence to determine the probability of reported COVID cases that need “proactive intervention” from company officials or public health authorities.

Other apps include the stand-alone PwC Check-In and Apian Workforce Safety and Readiness, as well as add on modules like Ceridian Dayforce Employee Safety Monitoring and Pega COVID-19 Employee Safety and Business Continuity Tracker.

“Today, more than ever, it’s critical that employers prioritize employee wellness by engaging and caring for their people,” said Ceridian Chairman and CEO, David Ossip.

Is Trucking Technology Really Boosting Driver Safety? Levinson and Stefani Weigh In

December 26, 2020 by Levinson and Stefani Leave a Comment

As many carriers struggle with driver shortages during the surge in demand that arose from 2020’s events, hours-of-service and Commercial Driver’s License regulations are being loosened. Although some argue that the influx of innovative trucking technology, such as in-cab monitoring systems and various radar sensors, are making trucking safer than ever, Ken Levinson and Jay Stefani say it’s not going to be a big help for current trucking safety issues.

“Trucking companies are putting some of this technology in the trucks, but are they actually using it?” asked Stefani. “We had a case recently where all of a trucking company’s trucks had a device that was essentially like a black box tracking speed, acceleration, and deceleration. It notices if a truck driver is making a sudden stop–because typically, if you’re making a sudden stop, it means you’re not managing the space in front of you. You’re not paying attention, and you’re having to slam on the brakes. So, this trucking company did well to have this device in their trucks, and they knew that this particular truck driver had at least two sudden stop issues before the crash that we’re now dealing with. But the problem is, they didn’t do anything about it. There wasn’t any additional training.”

Stefani explained that there are many ways trucking companies can use the data recorded from this technology to improve driver performance–but too often, nothing is done.

“There wasn’t any disciplinary action taken, and they didn’t have anything to show that they actually sat down with this driver and said, ‘Hey, you had these two near-misses. Let’s walk through and work on how you can avoid these in the future.’ They didn’t do that, and one of our clients was rear ended by this truck driver who wasn’t paying attention and slammed on the brakes way too late.”

Still, Levinson wants to make it clear that the role of a personal injury lawyer isn’t to fight against all truckers–but to make sure drivers are able to stay as safe as possible and held accountable when they’re at the cause of a safety issue.

“We’re not anti-truck driver. We’re not an anti-truck company or transportation. We’re just anti-unsafe ones, if you will,” Levinson explained. “Certain companies have a culture of safety and they do a fine job. But we need to be diligent and make sure the safety rules aren’t so relaxed that it’s just too dangerous.”

Levinson explained that it appears the new flexibility of so many safety regulations is only the tip of the iceberg.

“A lot if the industry in general is just getting to that line–trying to move that marker–further and further away from what is really reasonably safe,” he said. “A lot of truckers and employees just don’t have the power to make sure it’s safe for them. They’re under a lot of pressure to drive a lot of hours and make deliveries on time. If the industry isn’t going to keep things safe, you have to have some governmental regulations and, unfortunately, lawyers that will hold them accountable when they cause harm. That’s what we do. Frankly, we represent a lot of truck drivers that were injured because fellow truck drivers were unsafe and caused a lot of danger.”

As innovative trucking technology progresses and improves, its potential is impressive–but anyone on the road should know that this technology, even automated vehicle technology, can’t replace the benefits of a driver being alert, rested, and attentive.

“The truck technology is excellent. It needs to be out there, it needs to be expanded, it needs to be put in every truck,” Stefani said. “But things like where we’re facing crash deterrent detectors or automatic braking blind spot detectors–that’s really a poor substitute for a tired and exhausted truck driver. Technology should be there, but that doesn’t mean that it’s then okay to let a sleepy truck driver stay behind the wheel.”

Levinson explained further that even companies that are using safety technology properly may still have no methods of proper training in place that would truly make a difference among their drivers’ on-road behavior.

“We have cases where we ask for documentation that shows the safety training and the safety policies companies have, and we currently have a significant injury case where the company said, ‘We don’t have any safety policies, internal safety handbooks, or training,’” said Levinson. “And so, the company’s office has been doing nothing on their own, and they need some guidance from elsewhere because they’re not taking the initiative. They’ve proven time and again that they’re not taking safety seriously enough, and so someone needs to make those decisions for them.”

According to Stefani, the biggest problem amongst trucking companies right now isn’t that they pay no attention to safety standards, but that they put the least amount of effort possible into keeping their truckers–and other drivers on the road–safe.

“It’s important to note that these federal and state regulations are minimum safety standards,” Stefani explained. “They’re the bare minimum that trucking companies have to abide by. There are a lot of companies out there that do a very good job of having additional rules for their drivers, and they do additional training and have additional support for those drivers, and those, unsurprisingly, tend to be the trucking companies that have lower rates of incidents. They tend to do a better job of protecting their drivers and protecting the general public. It’s not always an issue of these companies skirting or ignoring safety regulations, it’s them doing the bare minimum.”

Public Trust Key to Future of Autonomous Delivery Vehicles, Experts Say

November 30, 2020 by Levinson and Stefani Leave a Comment

Public trust in automated vehicle technology is the key to the future of e-commerce, experts say. Especially as stay-at-home orders continue and the pandemic limits in-person shopping capabilities, people who rely more heavily than ever on contactless delivery should begin learning what AV tech has to offer.

Head of policy at Nuro–a robotics company that focuses on autonomous vehicle deployment for last-mile deliveries–Matthew Lipka, explained that this public trust is extremely important, and AV systems could in fact be regularly delivering someone’s pizza sooner than we think.

“I think that’s really, really critical,” said Lipka of public confidence around AV tech. “We need to get out there and talk to people and introduce them to the technology. I think delivery technology is a way of building that public trust.”

Alia Verloes of infrastructure and transportation-focused consulting group Steer said community engagement and outreach will help to address any common concerns and also help progress a conversation about how this tech can help in the midst of the pandemic.

“Let’s involve communities at the local level [and] county level to better understand the specific concerns,” said Verloes. “Outreach means many things, but here, it’s about listening.”

The coronavirus pandemic has also brought about a “greater appetite” for delivery services, Verloes noted. She also explained that e-commerce as an industry has seen huge growth in areas like grocery shopping, but it is hard to tell if this pattern is here to stay.

We recently reported on the revealing of the U.S. Department of Transportation’s National Freight Strategic Plan, which aims to boost infrastructure planning and freight movement efficiency. The plan will work toward improving overall freight system safety, as well as the modernization of infrastructure and the development and implementation of innovative technology.

Building a strong infrastructure network involves strong economic competitiveness, according to Transportation Secretary Elaine Chao, and investment in safer and modernized infrastructure and technology could very well include boosted efforts to support autonomous delivery vehicles.

According to the National Freight Strategic Plan, e-commerce shopping habits were already growing extremely quickly even before the pandemic began. Between the fourth quarters of 2018 and 2019, e-commerce sales grew 16.7%, as shown in U.S. Census Bureau data, and has skyrocketed since. The 118-page plan also identified that e-commerce has become a major issue for current freight movement efficiency, as the industry has contributed greatly to the increase of overall truck traffic and curb space competition.

“The rise of e-commerce has disrupted our supply chains and increased demand for last-mile deliveries in areas that are already heavily congested,” said Chao at the announcement of the plan. “This National Freight Strategic Plan will help us invest strategically in our country’s future and turn these challenges into opportunities.”

Verloes explained that AV technology could not only save customers time, but it could also save lives. Shifting toward more regular AV utilization could help commuters avoid 244,000 injury-causing road crashes between 2025 and 2035. Additionally, if AV deployment is implemented during this time period, around 21 billion hours of driving for errand-related purposes would be saved for road travelers.

Because these particular automated vehicles would not accommodate people, they would not need the same hyper-focus on design as autonomous passenger vehicles have, including designs regarding driver and passenger comfort and safety.

“With no driver or passengers to worry about, our vehicle has been engineered from the ground up to keep what’s outside even safer than what’s inside,” said Nuro on its website.

Nuro’s R2 vehicle is designed strictly to transport goods and has been designated to a pilot grocery delivery program in Scottsdale, Arizona. According to Lipka, because the vehicle won’t hold any occupants, it is able to stop and move abruptly without any safety concerns.

Ground-based AV systems also have the ability to transport and carry a variety of items, whereas other mobile technology, like drones, does not. Drones, Lipka said, can deliver anti-venom for snakebites in an emergency, but can’t drive two gallons of milk to a shopper’s curbside.

Lipka also explained that transitioning to automated delivery vehicles in lieu of traditional fleets will need to be a careful and deliberate move, as this technology must operate at “automotive-grade reliability.”

“[They’re] not like scooters, where you’re just going to wake up one morning, and there’s 1,000 delivery robots on your street,” he said.