{"id":13373,"date":"2022-03-16T13:52:07","date_gmt":"2022-03-16T12:52:07","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=13373"},"modified":"2022-03-16T13:52:07","modified_gmt":"2022-03-16T12:52:07","slug":"adas-16","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2022\/03\/16\/adas-16\/","title":{"rendered":"How ESG strategies can promote a greener world"},"content":{"rendered":"
\n
<\/div>\n<\/div>\n
\n
As the industry continues to assess the benefits of ADAS, experts believe regulatory efforts and industrywide adoption will be more of an evolution for the technologies that make the most sense.<\/div>\n
Cristina Commendatore<\/a> <\/span><\/div>\n<\/div>\n

Federal efforts are well underway to expedite the voluntary adoption of advanced driver assistance systems (ADAS) in trucking, particularly for Classes 7 and 8 vehicles. In the coming months, trucking\u2019s federal regulatory arm, research groups, and industry associations will wrap up a year one assessment on how the metrics for motor carrier and driver acceptance of ADAS has changed, as well as how the industry is working to overcome some of the barriers that may still exist<\/a> for some of these technologies.<\/p>\n

Touted as potentially lifesaving systems, ADAS technologies fall into four categories: active braking systems, active steering systems, active warning systems, and camera monitoring systems.<\/p>\n

See also: ADAS in trucking: How insurance companies, attorneys are using fleet data<\/a><\/i><\/p>\n

The Federal Motor Carrier Safety Administration (FMCSA) has teamed with the American Transportation Research Institute<\/a> (ATRI), American Trucking Associations (ATA), ATA\u2019s Technology & Maintenance Council (TMC), Owner-Operator Independent Drivers Association (OOIDA), Virginia Tech Transportation Institute<\/a> (VTTI), and various suppliers on an initiative called Tech-Celerate Now<\/a>. The overall intent of the program is to provide outreach materials for fleets to implement ADAS and training materials for drivers and maintenance personnel related to ADAS operation, inspection, maintenance, and troubleshooting<\/a>.<\/p>\n

\n
\n
\n
\n
\n
\n
Photo: Bendix Commercial Vehicle Systems<\/div>\n<\/div>\n
\n
\n
\n
<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/figure>\n<\/div>\n<\/div>\n<\/div>\n
\n
\n
\n
\n
\n
\n
\n
\n
<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n
\n
\"Because<\/div>\n<\/div>
Because there is a significant amount of engineering that goes into upgrades, Bendix advises that installing ADAS technologies is not a one-size-fits-all for fleets. Upgrades are designed for the specific make, model, and year of the vehicle.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n<\/div>\n

VTTI has been studying heavy vehicle safety since around the year 2000 and has focused much of its research on commercial driver behavior as it relates to safety<\/a>. Since safety technologies in trucking have become more prevalent and advanced, VTTI is now heavily focused on the vehicle technology side, explained Matt Camden, senior research associate for VTTI\u2019s Center for Truck and Bus Safety. And ADAS has become one of VTTI\u2019s main focal points.<\/p>\n

VTTI uses data-collection equipment and sensory data to collect information on what the trucks are doing as drivers deliver freight. VTTI also collects crash and vehicle data from trucking companies to assess the impact of technology on a crash or a fleet\u2019s overall safety performance.<\/p>\n

One VTTI study used carrier-collected data to assess the safety benefits of ADAS technologies like lane-departure warning, roll stability control, and forward-collision warning to see if trucks with these systems were involved in fewer crashes. And they were, Camden noted.<\/p>\n

\u201cWe followed up that study with other naturalistic driving studies,\u201d Camden said. \u201cWe’ve looked at automatic emergency braking <\/a>(AEB), and we know that the technologies work. The technology is working to prevent crashes that they’re supposed to help prevent, and it’s pretty much consistent across not just the research that we’re doing, but for all others who are doing research on heavy vehicles.\u201d<\/p>\n

See also: Trucking’s ADAS technologies still have many barriers to overcome<\/a><\/i><\/p>\n

Over the course of a decade or more, ADAS technologies in the commercial trucking space have really begun to advance. Earlier generations of technologies had more limitations, Camden said. For example, the very first few generations of AEB would generate more false alerts. The technology might alert drivers that they were about to hit something when, in fact, the truck was just coming up toward a roadside sign or overpass.<\/p>\n

\u201cThat presented a lot of barriers for drivers in terms of acceptance,\u201d Camden explained. \u201cDrivers would get annoyed with the technology, and they would try to disable it somehow or sabotage it, or not pay attention to it, which limited its effectiveness.\u201d<\/p>\n

Current generations of these technologies have advanced and no longer pester drivers with upcoming overpasses or roadside signs.<\/p>\n

Lane-departure warning is another system where the technology is improving, Camden said. This is another area in which drivers have expressed frustrations, especially when they are going through work zones or down roads where the lane markings aren\u2019t clearly depicted.<\/p>\n

\n
\n
\n
\n
\n
\n
Photo: Bendix Commercial Vehicle Systems<\/div>\n<\/div>\n
\n
\n
\n
<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/figure>\n<\/div>\n<\/div>\n<\/div>\n
\n
\n
\n
\n
\n
\n
\n
\n
<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n
\n
\"Bendix<\/div>\n<\/div>
Bendix Wingman Fusion integrates next-generation advanced safety technologies like radar, camera, and brakes into one system.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n<\/div>\n

Data from ATRI shows that ADAS technologies are almost without question better understood and better appreciated by motor carriers than they are truck drivers, Dan Murray, ATRI\u2019s SVP told FleetOwner<\/i>.<\/p>\n

The challenge that commercial carriers face there is with retention efforts or potentially exacerbating the truck driver shortage.<\/p>\n

\u201cThe dilemma we have as an industry is if the truck drivers are hesitant or have concerns, one of the last things we are going to do is invest in technologies that might chase away drivers,\u201d Murray said. \u201cThe motor carrier side of the equation is aggressively pursuing an enhanced investment [in ADAS]. They are seeking data and information, they are seeking out pricing, and they are working closely with the suppliers to figure out what repair and maintenance cost issues are going to be. But a lot of that hasn\u2019t percolated all the way through to the truck drivers.\u201d<\/p>\n

ATRI has put together a year one assessment of ADAS in trucking and sent its findings to FMCSA in January. ATRI data from baseline to year one\u2014about a 16-month period\u2014is showing improvements in awareness, perception, and adoption, Murray pointed out.<\/p>\n

\u201cBut when you\u2019re coming from low numbers, it\u2019s easy to have high percentages,\u201d he added. \u201cWe are going to work really hard to make sure people understand that we are moving in a good direction. But, overall, the total number of these systems that are out on the road today are still relatively small.\u201d<\/p>\n

After FMCSA takes a deep dive into the report, Murray said the report will be made available to the public, likely sometime in late February or early March.<\/p>\n

Spec\u2019ing ADAS<\/h3>\n

ADAS technology is commonly available from several manufacturers that offer an array of capabilities and functionality. These systems\u2014known under several trade names such as Bendix Wingman, Daimler Assurance, Volvo Active Driver Assist, ZF OnGuard, and more\u2014require equipment owners and users to follow correct maintenance and repair procedures to ensure proper operation, according to TMC.<\/p>\n

TMC is working on a recommended practice (RP)\u2014still in draft form\u2014that offers general guidelines for medium- and heavy-duty vehicle fleets selecting and specifying ADAS technologies. The RP presents a two-step process for carriers to follow: a fleet self-assessment evaluation and a technology evaluation matrix.<\/p>\n

For the fleet self-assessment, TMC notes that a critical part of selecting and spec\u2019ing ADAS is an evaluation of the fleet’s operating profile and identification of safety exposures (both actual and potential). \u201cThis is important in determining the areas where incorporation of an ADAS component or performance characteristic may have the greatest impact on reduction of frequency and severity of accidents or exposures to accident-causing factors,\u201d TMC stated.<\/p>\n

As for conducting a technology evaluation matrix, TMC recommends fleets compare their needs to the various available ADAS features and performance settings, cherry-picking those that will achieve the best results. TMC recommends that once a fleet has established its ADAS needs, carriers should actively engage OEMs and suppliers.<\/p>\n

\n
\n
\n
\n
\n
\n
Photo: Bendix Commercial Vehicle Systems<\/div>\n<\/div>\n
\n
\n
\n
<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/figure>\n<\/div>\n<\/div>\n<\/div>\n
\n
\n
\n
\n
\n
\n
\n
\n
<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n
\n
\"Bendix<\/div>\n<\/div>
Bendix Wingman Fusion comes standard on Navistar International\u2019s LT, RH, and LoneStar models.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n<\/div>\n

TMC provided some examples of how certain fleets might spec their vehicles with ADAS technologies:<\/p>\n