Autonomous vehicles

• Federal Motor Carrier Safety Administration (FMCSA) and National Highway Safety Administration (NHTSA) are developing regulations covering autonomous vehicles but none have been published to date.
• Autonomous vehicles are being tested with safety engineers (drivers) in the truck, but very limited use and testing of driverless commercial vehicles exists today.
• The NHTSA has defined six levels of automation from complete driver-controlled vehicles (Level 0) to driverless vehicles (Level 5).

Autonomous vehicles (AVs) can operate without driver interaction which is a step above Advanced Driver Assistance Systems (ADAS) - equipped vehicles. Self-driving cars have made headlines due to some high-profile crashes. Advertisements show people cruising down the highway with their hands off the wheel. However, autonomous commercial trucks have been tested but have not been in the public eye nearly as much.

Federal Motor Carrier Safety Administration (FMCSA) involvement

FMCSA is actively promoting AVs as a potentially new and more safe technology, but has yet to change regulations governing things like driver qualification or HOS for drivers operating AVs. FMCSA is also promoting Advanced Driver Assistance Systems or ADAS through their Tech-Celerate Now program. Automated emergency braking, adaptive cruise, lane-centering, etc.

Possible regulatory areas that could be affected by future changes are:

• Vehicle parts and accessories (Part 393)
• Federal Motor Vehicle Safety Standards (FMVSS)
• Vehicle inspections (Part 396)
• Driver hours of service (Part 395)
• Driver qualification (Part 391)

However, there are no current or proposed federal rules for commercial motor vehicles (CMVs) operating without driver interaction with the vehicle controls.

State regulations

States are overseeing testing. There is a patchwork of requirements or regulations from state to state.

National Conference of State Legislatures (NCSL) Autonomous Vehicles State Bill Tracking Database (ncsl.org) contains legislation beginning with 2017 by state, topic, keyword, year, status or primary sponsor. New measures are added quarterly and you can search the database for testing in any state.

American Association of Motor Vehicle Administrators (AAMVA)

The American Association of Motor Vehicle Administrators (AAMVA) is a nonprofit organization developing model programs in motor vehicle administration, law enforcement, and highway safety for state motor vehicle departments. The association also serves as an information clearinghouse in these areas and acts as the international spokesperson for these interests.

The purpose of the Automated Vehicle Subcommittee is to work with the AAMVA jurisdictions, law enforcement, federal agencies and other stakeholders to gather, organize and share information with the AAMVA community related to the development, design, testing, use and regulation of autonomous vehicles and other emerging vehicle technology. Based on the group’s research, a best practices guide will be developed to assist member jurisdictions in regulating autonomous vehicles and testing the drivers who operate them.

National Highway Traffic Safety Administration (NHTSA) oversight

NHTSA is in the process of developing standards for AVs, but they are trying not to stifle innovation. However, NHTSA is tracking AV testing in the AV Test Initiative database which is a tool to find AV testing going on in any state with all types of AVs.

Also, any crashes with AVs now have to be reported based on a Standing General Order requiring manufacturers and operators of vehicles equipped with SAE Level 2 advanced driver assistance systems (ADAS) or SAE Levels 3-5 automated driving systems (ADS) to report crashes. This action will enable NHTSA to collect information necessary for the agency to play its role in keeping Americans safe on the roadways, even as the technology deployed on the nation’s roads continues to evolve.

Levels of automation

A basic understanding of the National Highway Traffic Safety Administration’s (NHTSA) five levels of vehicle automation is necessary to have a dialogue on the topic of AVs:

Level 0 – Momentary driver assistance: The driver is fully responsible for the vehicle with warnings or momentary driving assistance with braking.

Level 1 – Driver assistance: The driver is responsible for the vehicle, but the vehicle can control speed, braking, or steering.

Level 2 – Additional driver assistance: The driver is fully responsible for driving while the system can continuously assist with acceleration, braking, and steering.

Level 3 – Conditional automation: The system handles all aspects of driving, but the driver is available to take over if the system can no longer operate.

Level 4 – High automation: When engaged, the system is responsible for driving, and a human is not needed to operate the vehicle in a limited area under specific conditions.

Level 5 – Full automation: When engaged, the system is responsible for driving under all conditions on all roadways, and a human is not needed to operate the vehicle.

Operational uses of AVs

Nearly all test moves and operational uses of AVs are being done with at least one driver or “safety engineer” in the vehicle. There are very few true driverless operations with commercial motor vehicle AVs on public roadways at this time.

AVs are being tested and used in many areas, including but not limited to:

• Passenger mobility shuttles,
• Terminal to terminal or hub to hub long hauls,
• Yard management trailer moves,
• Port facility moves (intra-facility), and
• Last mile deliveries.

Alternative fuel vehicles

• Emissions rules are becoming more strict in many states.
• Battery electric vehicles (BEVs) may not be feasible, so alternative fuels should be assessed for fit to the operation.
• If carriers do not choose compliant options to lower emissions in time to meet requirements, it may impact their business.

Customer demand and tightening environmental regulations push carriers to purchase vehicles with lower greenhouse gas (GHG) emissions than gasoline or petroleum diesel vehicles.

Battery-electric vehicles (BEVs) may not be cost-effective for everyone without substantial government incentives, which may not be sufficient to justify the investment. For example, a battery-electric Class-8 truck can cost three times more than a traditional diesel-powered vehicle.

Understanding the basics of some of the alternative fuels is essential.

10 questions carriers should ask

BEVs might be the only option if you operate in areas where zero-emission vehicles are mandated soon. If so, the link to our electric vehicle information may be helpful.

Carriers should get answers to the following questions before switching to alternative fuel vehicles:

1. What emissions regulations and incentives apply to the alternative fuel in your operating area(s)?
2. How reliable is the technology, and how soon could it be obsolete?
3. How long will the vehicle last?
4. What is the total cost of ownership (TCO), including residual value?
5. What shop modifications, technician training, and safety precautions are needed to support the respective alternative fuel vehicles?
6. How does the vehicle function in extreme heat or cold temperatures?
7. How volatile is the cost of the alternative fuel?
8. What refueling infrastructure investment is needed, if any?
9. How will fuel efficiency and refueling infrastructure impact routing and service?
10. Will additional weight impact freight-hauling efficiency or safety?

Alternative fuel options

*The table below was primarily developed from information on the Department of Energy (DOE) Alternative Fuels Data Center https://afdc.energy.gov/fuels/ website.

The alternative fuels listed below are some of the more prevalent options for commercial motor vehicle fleets. The information provides high-level aspects to consider before moving further in the vehicle drivetrain selection process.

GHG emissions requirements from states or the Environmental Protection Agency (EPA) and available state or federal incentives are major determinants as to which alternative fuel vehicle or BEVs will work for your fleet.

Keep in mind, penalties can be assessed for non-compliant vehicles. It would be prudent to start developing a transition plan.

See the current emissions regulations and incentives at this DOE website: https://afdc.energy.gov/laws/

Electric vehicles (EV)

• If exploring a transition to electric vehicles, start the planning process early to meet regulatory deadlines, understand local utility capability, and take advantage of incentives.
• Along with the benefits of EVs, consider all costs of electric vehicles including the charging infrastructure to support operations.

Many in transportation and government are touting battery-electric vehicles’ (BEVs) environmental and cost-saving benefits. Before rushing toward the roar of the EV crowd and government incentives, carriers should understand the considerations and potential benefits of a more environmentally sustainable fleet.

Carriers want to know, “How could EVs affect my business?”

Four areas to better understand EV impacts and considerations include, but are not limited to:

1. Environmental compliance incentives and mandates
2. Vehicle purchase and charging infrastructure considerations
3. Costs
4. Benefits

The following is a high-level overview to familiarize carriers with the considerations before transitioning to EVs.

1. Environmental compliance incentives and mandates

The well-publicized state “greening initiatives” have come out of California, but every state has programs regulating or incentivizing alternatives to diesel fuel. Original equipment manufacturers (OEMs) favor BEV production over hybrids or alternative fuels because many require “zero-emission” vehicles.

Many states and provinces appear to follow California Air Resources Board (CARB) requirements, but carriers must understand the specifics of each mandate and incentive in their operating area. Below are examples of Federal incentives and state mandates.

A couple of Federal incentive programs impacting EVs include:

1. Bipartisan Infrastructure Law – $7.5 billion to build a national network of 500,000 EV chargers so that charging EVs is predictable, reliable, and accessible.
2. Inflation Reduction Act –Incentives for buyers of new and used EVs, credits to help retool existing facilities and build new manufacturing, and deploy zero-emission heavy-duty vehicles.

Some state mandates include:

• California - By 2035, the Advanced Clean Trucks (ACT) rule requires 40 percent of semi-truck tractors sold, and by 2045 all trucks sold must be zero-emission vehicles (ZEVs), not specifically electric. The ACT was enabled by an Environmental Protection Agency (EPA) waiver on March 31, 2023.
• New York - By 2035, all sales or leases of new light-duty passenger vehicles must be ZEVs, and all sales or leases of new medium- and heavy-duty vehicles must be ZEVs by 2045.
• Other states - The ACT rule was also adopted by New Jersey, Washington, Oregon, Massachusetts and Vermont — and others are considering adoption.

The U.S. Department of Energy has a summary table of state and federal laws and incentives covering alternative fuels in addition to EVs. Understanding alternatives before committing to a single fuel source is essential, as the transition can be costly and difficult to reverse.

To learn more about incentives and mandates in your area of operation, consult the following state and federal matrix, which is part of the Alternative Fuels Data Center, at https://afdc.energy.gov/laws/matrix.

It is prudent to transition to zero-emission vehicles early to comply well before deadlines and before incentives are gone.

2. Charging infrastructure and vehicle purchase assessment

Working with utilities and local government

Contact the respective utility provider(s) early on because an inadequate supply of electricity at the times of day and locations can stop any well-intentioned transition. The first question to be asked when assessing charging infrastructure is:

• Will power from the local utility support our planned charging needs?

The utility should have a near-term plan or current capability if you add charging infrastructure and incremental electricity demand. Existing electric utility infrastructure cannot meet surging demand in many areas.

Carriers also need to talk to the affected municipality to understand how they accommodate permits and a surge in businesses with higher electricity needs. Building infrastructure and permit acquisition may have significant lead times, so factoring in a realistic timeline is essential.

Operational assessment

Electric vehicle sizes and possible applications are rapidly increasing. To better outline vehicle specifications, purchase or lease decisions, and charging needs, an operational assessment should include but is not limited to these questions:

• Which routes or work applications can be supported by the current vehicle range considering weather and weights hauled as well as features?
  • EVs can support 100 to 250-mile routes with reported ranges of 400 miles.
  • Battery chemistry matters when operating in extreme weather (hot or cold).
  • During testing, vehicle up-time and driver evaluations of vehicle performance are vital to factor into decisions.
• How many EVs will be implemented over what timeframe considering OEM delivery capability and reliable charging available?
  • Map a three to ten-year strategy of where your business is heading, acquisitions, and operating model changes (long to short-haul or vice versa).
  • Charging infrastructure must be right-sized to carrier needs or high costs, and a reduced return on investment (ROI) will result. The correct number of charging stations is needed at each location with the right power.
  • If you do not want to build or cannot build charging stations, will you need to consider Charging-as-a-Service or CAAS? Is a mobile charging service an option to have a fast-charging platform brought to your site(s)?

• Where will charging occur, and at what times of the day?
  • At terminals, opportunity charging on the route, etc.
• Will vehicle assignment and personal use of vehicle policies need to change?
  • The next vehicle charged may have to be used for the next route versus equipment assigned to specific drivers (slip-seat).
• How will maintenance be supported?
  • Will you have technicians trained on EVs, or can the OEM support all warranty repairs?
• Can emergency services providers that cover your operational area safely respond to an EV crash?
• Is there charging compatibility between manufacturers’ vehicles if testing more than one make and model of EV?
  • Currently, there are more vehicle-related issues causing charge problems versus plug incompatibility between manufacturers in fleets testing or running different makes and models of EVs.
  • Software updates can cause charging issues after over-air updates.
  • Do the truck charge connections match the charging plugs, charging rates, and plug-type compatibility if you have more than one make/model EV?

3. Costs

Without considering incentives, BEVs can cost as much as three times more than diesel vehicles. Also, the time and money it takes to build or lease charging infrastructure can be high.

Before any investment in charging stations or contract negotiation to purchase energy as a service from a charging infrastructure provider, create a map of the expected charging network and vehicle operating area based on the operational assessment.

The cost of installing charging infrastructure on the leased or owned property varies by area of operation, incentives available, and the willingness of a lessor to cost-share.

Charging-as-a-service (CAAS) from providers with an existing network may be a quicker way to ramp up but may be costly on a per-mile or per-day basis. Charging as a service can integrate with your fuel card for energy purchases and provide software that integrates with your dispatch system to track the charge levels of each vehicle to assess readiness for the next dispatch.

4. Benefits

Carriers will want to keep a close eye on competing technologies as alternatives to diesel evolve. However, there are several benefits to converting all or a portion of your fleet to battery-electric vehicles (BEVs), which are:

• Fuel savings - Create realistic estimates of fuel cost savings based on diesel and electricity costs in your operational areas.
• Clean emissions - A reduced carbon footprint meets compliance requirements.
• Driver acceptance - EVs are generally well-received because they are quiet, clean, and powerful.
• Lower maintenance cost - EV drive trains have fewer components than diesel engines. There are no emissions systems to manage and one- or two-speed transmissions versus ten or more gears or complicated automatics.
• Extended vehicle life cycles - Battery life can be as long as eight to ten years.
• Meet customer demands - Many customers require carriers to utilize vehicles with zero or very low emissions to compete for new business.

Advanced driver assistance systems (ADAS)

• ADAS and other electronic safety systems must be understood, carefully chosen, and properly used to obtain maximum benefit.
• Before choosing an ADAS, a company should examine its safety concerns, as seen in its accident data, violation data, and complaints.
• Companies should examine the various ADAS that are available and carefully choose the systems that will provide the best results.

The use of advanced driver assistance systems (ADAS) and other electronic safety systems can be very beneficial, but the capabilities, shortcomings, and differences between systems, as well as proper use of the data to maximize benefits must be understood. The entire process, including the decision on what system or systems to get, selection of a system, and how to use the system to achieve maximum gains can be difficult. This section examines points to consider in each step of the process of choosing advanced driver assistance systems.

What systems are available?

There are several ADAS available, but not limited to:

• Electronic stability control (ESC) and anti-rollover systems,
• Automated emergency braking (AEB) and forward-collision warning (FCW) without active braking and speed control,
• Lane departure warning (LDW) and lane keep-assist (LKA) or lane centering,
• Adaptive cruise control (ACC),
• Blindspot monitoring, and
• Backup cameras and automated emergency braking.

Some of these systems simply assist the driver (such as the backup cameras), while others capture data as well. In some cases, the systems are interconnected (such as a lane departure warning system that is tied into an inward/outward camera system). In all cases, the system is designed to make the vehicle safer.

How to choose electronic safety systems?

One issue that needs to be dealt with is what type of system will provide the best results. When beginning to look at these systems, the first step is to examine the company’s safety problems. These can be seen in accident data, violation data, and complaints. These events are the outcome of bad behaviors. The idea would be to select a system that will help improve the behaviors that are leading to bad outcomes.

The next step is to look at risks. If vehicles are operating in heavy and conflicting traffic, and doing a lot of tight maneuvering, that is one set of risks. The risks will be different than the risks faced by a company that has its drivers doing a lot of open-road long-haul work. Once this step done, the next step is to ask some basic questions:

1. The first question in all cases should be, “Why is this needed?” Is there something else that could be done that could result in the same change in behavior that the advanced technology system will provide?
2. The second question should be, “What can it, or will it, do?” Reducing bad outcomes is of course the goal, but the system needs to be such that it can, and will, address the underlying behavior that is leading to the bad outcomes. It must also address the company’s risks.

Once it is determined which type of system best matches the company’s safety problems (bad behaviors) and risks, the next step is to locate a specific system that best meets the company’s needs and that will work with the vehicles and vehicle systems in the fleet.

Vehicle cameras (video event recorders)

• Dashcams provide video clips of adverse driving events, allowing a carrier to identify the riskiest drivers, provide evidence of a crash, and allow improvement in the safety culture of the carrier.
• A carrier’s failure to install dashcams in its vehicles may be considered falling short of best industry practices.

In a typical fleet, 15 to 20 percent of the drivers represent 80 percent of the risk. Dashcams, also known as video-event recorders, usually capture 10 to 20 second video clips when an event is detected by the accelerometer or artificial intelligence in the camera(s) mounted in or on a vehicle. These cameras can help identify and focus on the riskiest drivers, provide evidence in the event of a crash, and allow proactive transformation of the carrier’s safety culture.

Driver investment

Investing in proactive performance management processes can allow a company to grow, instead of tread water. The cost to replace a fully-trained driver exceeds $10,000 in many companies when considering the lost productivity, training, and sign-on bonuses of newly-recruited drivers. The scarcity of willing, qualified drivers makes it more imperative to build a safety program that can sustain a business — and that means sustaining drivers — well into the future.

Best practice

Video-event systems provide unsafe behavior detection BEFORE crashes and citations occur. However, a carrier will need to act on the data consistently and in accordance with a progressive-discipline policy. Eventually, carriers may be expected to have video-event systems in each truck to show due diligence. As industry best practices evolve, carriers that don’t have video may be found to be falling short.

Safety enhancement

Video event systems are a wise investment whether a carrier is looking to enhance an already solid safety program or to greatly improve safety processes. What’s more, proactively eliminating unsafe behaviors can be a culture-shifting moment for safety programs and can provide a competitive advantage.

Electronic tire-pressure monitoring and inflation systems (TPMS)

• Electronic TPMS monitor real-time tire-pressure information and warn the driver of low pressure via a panel or warning light on the dashboard of the vehicle.
• An ATIS uses sensors to determine tire air pressure and automatically inflates tires with low pressure.

The number one cause of tire blowouts is underinflated tires. Electronic tire-pressure monitoring systems (TPMS), and automatic tire inflation systems (ATIS) are safety systems, as well as a way of monitoring tire pressure to maximize fuel efficiency and minimize tire wear.

TPMS

TPMS is an electronic system that monitors the tire air pressures on the vehicle. The TPMS reports real-time tire-pressure information to a panel or warning light on the dashboard. Some systems will simply warn the driver of a low tire, while other systems will report the pressure in each tire to the driver and/or alert the driver which specific tire is low on air. These systems are available through original equipment manufacturers (OEMs) (either installed at the factory or as an aftermarket product) or through TPMS manufacturers as an aftermarket add-on. These systems vary widely in complexity, integration, and installation difficulty.

ATIS

A related system is ATIS. These systems not only have sensors that determine the air pressure in the tires but will automatically inflate low tires. These systems typically have extensive installation requirements. However, in certain applications (such as using super single tires), the cost and installation labor time may be offset by the savings the system will generate.

Vehicle driving simulators

• Driving simulators allow drivers to learn basic skills, such as visual search and vehicle control, as well as preparation for extremely hazardous situations that require specific actions quickly, all in a safe and controlled environment.
• Driving simulators allow drivers to see consequences without the seriousness of a mistake made out on the road.
• Carriers that use driving simulators have reported a 20 to 50 percent reduction in preventable accidents in new drivers’ first 90 days of work.

Vehicle driving simulators allow a carrier to get drivers better prepared for things like black ice, tire blow outs, winter driving conditions, heavy rain, jackknives, rollovers, and other hazardous driving situations without any danger.

Straying from the traditional

Traditional driver training includes logging time in the classroom and then time behind the wheel of a truck on a closed track. Once the trainee has progress far enough, on-road training begins under the close supervision of a driver trainer. During on-road training it is unlikely that the trainee will encounter many of the hazards that will be faced during a driving career.

With vehicle driving simulators, however, these road hazards and extreme conditions can be created, making drivers better prepared when they are faced on the road. But the simulators don’t have to be used just for getting drivers prepared for hazards and extreme conditions, they can also be effective in getting them comfortable behind the wheel and learning driving basics.

Simulators don’t take the place of the on-road training, but rather supplement it. They allow drivers to become familiar with how a vehicle operates before they ever get behind the wheel to drive it around a closed track or on the road.

Why they work

Simulators allow drivers to repeatedly practice any given situation until they develop a conditioned response. It’s also referred to as muscle memory and results in the driver reacting automatically, deliberately, and without panicking when faced with a situation previously practiced on the simulator.

For basic driving behavior, the use of simulators can boost driver confidence before getting into a commercial vehicle. Many people drop out of driving school when getting up close to a big vehicle the first time. The simulator helps develop confidence, so the driver is less intimidated at the thought of driving a large vehicle on the road. This is becoming increasingly important as more “non-traditional” drivers are being recruited by fleets.

Simulators can set up a variety of scenarios and can be tailored to a carrier’s specific operation. After determining top driving problems, 10 modules could be created on the simulator to replicate them. Common driving condition scenarios can also be created.

How they work

In a typical simulator, a driver sits in a real driver’s seat. The simulator’s dashboard replicates the vehicle’s dashboard. High-end simulators use real motion to closely replicate the feeling the driver will have in an actual vehicle. There can be one to five screens in front of the driver that mimic conditions that may be encountered. Newer simulators now incorporate virtual reality goggles, which allow drivers to look behind themselves and turn their heads. With a traditional simulator, drivers look only at the screens in front of them.

Simulators allow drivers to see consequences without the seriousness of a mistake made out on the road. Drivers move from simple tasks to more difficult ones as the repeated actions become habits. Fleets using simulators say that one hour of simulator time is equal to three or four hours training behind the wheel on the track or on the road. Driving techniques and maneuvers can be practiced over and over at a faster pace on a simulator than in the truck itself.

The ROI

While simulators can be costly, studies have shown that the payback comes in the form of fewer crashes for drivers trained on simulators and in the vehicle, compared to those who just had behind-the-wheel training. Fleets have reported 20 to 50 percent reduction in preventable accidents in new drivers’ first 90 days of work.

Simulators are helpful even when a crash occurs because the conditions of the crash can be recreated and the driver can see what was done wrong. The driver can then replay the scene and gain mastery over it, to be better prepared if in a similar situation in the future.

Vehicle tracking

• Tracking of drivers and vehicles can be helpful in measuring both workflow and productivity.
• If a vehicle is carrier owned, it is generally acceptable to monitor it continuously, and, if the tracking device is mounted to the vehicle, the carrier might not even need to get the driver’s consent.
• To get driver buy-in on tracking, the carrier should demonstrate the technology, share the benefits of tracking, and set clear expectations by developing and distributing a vehicle tracking policy.

Tracking the location of drivers is helpful in measuring workflow and productivity. It is also easier than ever, thanks to electronic logging devices (ELDs) and other technologies with built-in geofencing and GPS tools.

GPS data can be used to measure productivity and manage risk in numerous ways:

• Verify the driver took the most effective route, did not make any unplanned stops, and is productive while on-site. GPS data can be used to compare the actual length of time at a location/stop compared to the expected time. By identifying delays immediately, the carrier can investigate the causes and determine corrective actions, including driver detention pay for lost productivity at a shipper, or, if at a work location, what caused the job to take longer than expected.
• Verify that the routes used are rated for the truck’s weight and that the driver didn’t speed on the way to Point B. Avoid fines and tickets by reviewing trip history captured by the GPS. Whether the GPS is built into an ELD, a telematics solution, or working independently as a freestanding device, it can help ensure safety.
• Verify vehicle location. From insurance to customer satisfaction, a carrier needs the ability to say definitely, “I know where every vehicle is at,” and be able to estimate arrival times, pick-ups, and deliveries.
• Immediate visibility of vehicle activity. From a leadership perspective, GPS data is powerful because it’s delivered in real-time, or near real-time, depending on the solution. What company can wait until the end of the week (a month or quarter) for soft productivity reports or fallout from customers? GPS data allows leadership to uncover root causes of poor service closer to the event, shoring up greater success for corrective action or accolades.

Many carriers are already practicing tracking on large trucks thanks to ELDs, but what about smaller commercial motor vehicles, a company-owned fleet of sedans, or even an employee-owned vehicle used for sales calls? Before going GPS crazy, take a moment to consider the implications.

Vehicle tracking considerations

It’s important to distinguish between tracking the location of vehicles versus drivers.

• If a vehicle is company property, it is generally acceptable to monitor it continuously, no matter what size or type of vehicle. And, if the tracking device is mounted to the vehicle, the carrier might not even need to get the driver’s consent. Consider doing so anyway as a best practice to build trust with drivers.
• If the tracking device is not vehicle-mounted, such as a phone app that might track the driver even outside the vehicle, things get a little messier. Make sure drivers are fully trained on how and when to use it, what data will be captured, and how that data will be used. And, again, be sure to get written consent before implementing such a program.
• Tracking a vehicle that is not company owned brings up additional concerns. First, in many states, it’s illegal to track a privately owned vehicle without explicit consent from the owner. In addition, monitoring a private vehicle might infringe on the drivers’ privacy when off duty. So, before requiring a salesperson to mount a tracker on the family van, be sure state laws have been investigated thoroughly and that employees’ rights are not being violated.

Other options might be risky

As previously mentioned, many apps and tools exist to track employee location while on duty. These apps might seem like a clever alternative to expensive vehicle-mounted GPS options, but they might also cause more headaches than anticipated.

Before going this route, consider that these apps will probably capture employee information when outside the vehicle, such as on breaks. This type of tracking is likely to make drivers uncomfortable and give the impression that the carrier doesn’t trust them. In addition, if a driver forgets to disable it when off duty, the carrier might also end up collecting far more private information than you bargained for.

3 tips on getting driver buy-in

Try these techniques to help drivers get comfortable with the idea:

• Demonstrate the technology — Before drivers head out on a GPS-tracked run for the first time, demonstrate how the technology works and how it can help throughout the day. Then get written consent as a best practice.
• Share the benefits of tracking — GPS data can protect drivers in an emergency or if falsely accused of bad behavior like late deliveries or reckless driving.
• Set clear expectations — Develop and distribute a policy so that drivers know exactly how the GPS data will be used, where it will be stored, and when it will be deleted. In addition, if there will be consequences or rewards based on the data, spell out exactly why, when, and how this will occur.

Platooning

• Platooning involves vehicles to be connected electronically with the lead vehicle controlling a vehicle at a very close distance where allowed by laws.
• Significant fuel efficiency gains can be achieved when platooning is proven safe and operationally makes sense.
• Platooning is currently in a pilot phase in several states.

For those not familiar with it, platooning is using vehicle-to-vehicle (V2V) technology to electronically “tether” vehicles together. This technology can allow trucks to drive within 40 feet of each other at highway speeds to increase efficiency.

The speed and braking of the platoon are managed by the platoon leader’s vehicle through the V2V system. If the platoon leader encounters a hazard that requires braking, the V2V system will apply the brakes on all vehicles in the platoon. Once the hazard has been cleared, the leader and the platoon will accelerate back up to cruising speed. The drivers of the following vehicles (the platoon members) just need to steer and make sure the V2V system is working correctly.

Problem with the traffic codes

Most state traffic codes require vehicles to maintain specific spacing. In many states, large trucks are required to maintain a following distance of 500 feet. This traffic code is clearly an issue. However, many states have modified their traffic codes to allow vehicles that are electronically tethered to operate close to each other (see Wisconsin’s ” 346.14 as an example).

Treated as a pilot program by the states

One issue to be aware of is that platooning is treated as a pilot program in the states that allow it. This means you will need to work with the state department of transportation or state patrol in the states you want to platoon vehicles in.

Technology confusion

One question frequently asked when platooning is discussed is, “Can we do it if my truck has the full advanced driver assistance systems (ADAS) suite that alerts the driver to hazards, adjusts speed, automatically applies the brakes, etc.” The answer is No. The system on the vehicle needs to be V2V capable and be able to establish the tether to the other vehicles in the platoon. The platoon cannot be made up of vehicle with ADAS (such as adaptive cruise control and automatic emergency braking) following another.

This leads to the next technology question and that is, “Can we eliminate the drivers in the following trucks?” This is a totally separate discussion and off the topic of platooning. Platooning involves each vehicle having a driver in it who establishes the V2V connection and steers the vehicle once it is in the platoon. Only speed control and braking are managed by the platoon leader’s vehicle through the V2V system when platooning.

Another technology issue is what would be the procedure for drivers to connect and start platooning? This has been covered in public relations videos done by system manufacturers and available on their websites, such as the one provided at peloton-tech.com. If you have technical questions on the systems or are interested in more information, you can contact the vehicle manufacturers and vendors that are involved in this for more information (Daimler, Volvo, Navistar, Peloton Technologies, etc.).

Ethanol

Ethanol is a renewable fuel made from corn and other biomass (plant) materials, then blended with gasoline. More than 90 percent of gas in the U.S. contains some ethanol.

Emissions requirements often depend on the state in which the carrier operates. Ethanol may be suitable for some fleets.

This article examines the basics of ethanol and how it may help reduce emissions and lower fuel costs.

Common blends

Ethanol is added to conventional gasoline to boost octane (resistance of motor fuel to knock) and reduce tailpipe emissions. Ethanol blends are not zero-emissions fuels and may increase net emissions when considering the entire production process through tailpipe emissions.

However, carbon dioxide (CO2) tailpipe emissions can be reduced by up to 40 percent compared to gasoline and diesel due to CO2 from the crops grown to produce ethanol, depending on the blend.

Both E10 and E15, discussed below, do not qualify as an alternative fuel, as compared to petroleum-based fuels, under the Energy Policy Act of 1992 but are approved by the Environmental Protection Agency (EPA) for use in any highway vehicle gasoline engine manufactured in 2001 and later.

• E10 is the most common blend and is 10 percent ethanol and 90 percent gasoline. E10 is sold in every state.E15 is 15 percent ethanol and 85 percent gasoline.
• E15 can be used in light-duty gasoline vehicles produced in 2001 and later. However, E15 can cause damage to off-road vehicles and model year 2000 and earlier vehicles. E15 fuel pumps must be labeled to avoid misfueling.

E85 can be used in "flex-fuel" vehicles (FFVs) that run on a blend of 51 to 83 percent ethanol mixed with gasoline. E85 is considered an alternative fuel.

Based on fueleconomy.gov, E85 aspects to examine are:

Performance - There is no performance loss when using E85, and some FFVs have more torque and horsepower with E85 than on regular gasoline.

Availability - E85 is widely available as it is sold at 4,307 filling stations in the U.S., according to the Department of Energy's (DOE) Alternative Fuels Data Center (AFDC).

Fuel efficiency - Due to ethanol's lower energy content, FFVs operating on E85 achieve 15 to 27 percent fewer miles per gallon than regular gasoline, depending on the ethanol content. E85 is typically cheaper per gallon than gasoline (see the table below) but slightly more expensive per mile. The AFDC showed the October 1 - 15, 2023, national average price per gallon as follows:

E85 was 33 percent cheaper than diesel and 18 percent cheaper than gasoline in this period.

Can E85 be used in diesel vehicles?

Not yet, is the short answer. Testing is being conducted to run E85 and up to a 98 percent blend of ethanol in diesel engines, but these engines are not yet in production. Ethanol diesel engine technology promises to reduce emissions, lower fuel costs, and maintain performance.

Keys to remember: Ethanol is an option to reduce emissions over gasoline vehicles but may cost more per mile for the fuel if E85 is used. Ethanol diesel engines are not yet in mainstream production but are being tested .

Biodiesel and renewable diesel

• Biodiesel and renewable diesel are similar, but there are critical differences that carriers must understand before selecting either as an alternative to petroleum diesel.
• Up to a 60 percent tailpipe emissions reduction can be achieved by switching from petroleum diesel to biodiesel or renewable diesel, usually without engine modification.

What are biodiesel and renewable diesel?

People often use the terms renewable diesel and biodiesel interchangeably. Both use renewable sources of feedstock, but there are critical differences.

• Biodiesel (a.k.a. FAME (fatty acid methyl ester)). This is a renewable fuel made from vegetable oils, animal fats, or recycled cooking grease via transesterification (a chemical reaction), which can introduce oxygen. Biodiesel is blended with petroleum diesel and additives to reduce concerns with oxygen, such as:
  • Crystallizing in colder temperatures,
  • Separation during storage, and
  • Algae growth.

Blends range from 6 to 20 percent petroleum diesel. B20 is the most common.

• Renewable diesel (a.k.a. green diesel). This is produced by hydrotreating (removing impurities from) renewable sources such as vegetable oils, inedible animal fats left over from meat processing, and other types of biomasses without introducing oxygen. Renewable and petroleum diesel are chemically similar.

Benefits and considerations

The decision to use alternative fuels often hinges on how the option compares to petroleum-based fuels. Carriers should assess if either option is a financial and operational fit for the fleet to lower emissions.

Below are benefits and considerations relative to petroleum diesel unless otherwise noted:

Biodiesel

Benefits:

• Better lubrication characteristics can prevent premature engine wear.
• No diesel engine modifications are needed in most vehicles to achieve similar performance.
• More thorough combustion can allow longer oil drain intervals.
• Fewer regeneration issues are experienced.
• It is available in most states.
• Cost is comparable after subsidies.

Considerations:

• The price per gallon is high without government incentives.
• Oxygen limits storage time due to oxidation which can cause corrosion and algae growth.
• It can freeze and clog fuel lines at higher temperatures depending on the blend and feedstock.
• There is a limited supply of cooking oil to sustain production.

Renewable diesel

Benefits:

• Performance in freezing weather and the carbon footprint are better than biodiesel.
• It does not contain harmful oxygen, as does biodiesel.
• No diesel engine modifications are needed to achieve similar performance.
• It requires no blending of petroleum diesel.
• More thorough combustion aids longer oil drain intervals and fewer regeneration issues.
• Cost after subsidies can be comparable to diesel in California.
• It is compatible with existing diesel distribution infrastructure.

Considerations:

• The price per gallon is high without government incentives.
• Nearly all supply is in California, with sparse fueling options in Oregon and Washington.
• There is limited feedstock of cooking oil to sustain production.

Compressed and renewable natural gas

• Natural gas, compressed or renewable, can be a viable alternative to diesel or gasoline to reduce emissions.
• Understandings emissions deadlines and incentives is vital to avoid penalties and convert fleets as cost effectively as possible.

Carriers that need to reduce their carbon footprint from diesel or gasoline have several alternative fuels to choose from besides battery electric. Compressed natural gas (CNG) and renewable natural gas (RNG) are increasingly used in commercial vehicles, from work trucks to over-the-road Class 8 semi-trucks.

Fleets cannot risk widespread service interruptions because an inappropriate fuel was selected. Yet, the choice must be cost-effective. This article will address three critical questions to help evaluate CNG and RNG.

1. What are CNG and RNG?

These definitions are from the U.S. Department of Energy (DOE) Alternative Fuels Data Center (AFDC):

Compressed natural gas (CNG) is a non-renewable fossil fuel extracted through wells in subsurface rock formations. CNG is produced by compressing natural gas to less than one percent of its volume at standard atmospheric pressure. To provide adequate driving range, CNG is stored onboard a vehicle in a compressed gaseous state at a pressure of up to 3,600 pounds per square inch.

Renewable natural gas (RNG), also referred to as biomethane, is a gaseous byproduct of the decomposition of organic matter such as landfill waste, cow manure, and wastewater processed to purity standards. RNG is fully interchangeable with conventional natural gas and can be used when compressed or liquified in natural gas vehicles.

NOTE: Both natural gas options have properties very different from diesel and gasoline, such as being lighter than air when leaked, that require the training of technicians, drivers, and other affected employees.

2. What is the emissions impact and positives and negatives of both?

Below is a summary of the emissions reduction toward meeting greenhouse gas (GHG) requirements, along with positives and negatives of each.

GHG emissions requirements from states or the Environmental Protection Agency (EPA) and available state or federal incentives are factors for deciding which alternative fuel vehicle will work for a fleet. After emissions deadlines pass, penalties are possible, and incentives expire.

One example is California’s mandate, where by 2035, the Advanced Clean Trucks (ACT) rule will require that 40 percent of semi-truck tractors sold, and by 2045, all trucks sold to be zero-emission vehicles (ZEVs), not specifically electric. The ACT was enabled by an EPA waiver on March 31, 2023.

The ACT rule was also adopted by New Jersey, Washington, Oregon, Massachusetts, and Vermont, with other states considering adoption.

To understand the fleet impact by state, see the current emissions regulations and incentives on this DOE website: https://afdc.energy.gov/laws/

Propane autogas or liquified petroleum gas (LPG)

• Propane autogas or LPG can be a viable alternative to diesel and battery-electric with many applications.
• Before adopting LPG, closely review benefits and considerations as compared to other alternative fuels.

Alternative fuels can help carriers meet fast-approaching state and federal emissions deadlines. Propane autogas or liquified petroleum gas (LPG), the third most common fuel behind gasoline and diesel, is a clean-burning fuel that offers relatively low cost without diminished performance.

LPG is the same fuel used in gas grills and isn’t hard to find if the tank is running low right before a barbecue. The benefits of a gas grill are that it’s easy to light and performs similarly to charcoal, even in winter, and in far less time without the mess of charcoal ash.

However, when considering LPG, carriers have much more at stake than over- or under-cooked food. Below are the basics to start an assessment of whether to use LPG.

What is LPG?

The Department of Energy summary of LPG is: “Propane autogas is a clean-burning alternative fuel used for decades to power light-, medium-, and heavy-duty propane vehicles. Propane is a three-carbon alkane gas (C3H8). It is stored under pressure inside a tank as a colorless, odorless liquid. As pressure is released, the liquid propane vaporizes and turns into gas used in combustion. An odorant, ethyl mercaptan, is added for leak detection.

According to the Gas Processors Association, it must consist of at least 90% propane, no more than 5% propylene, and 5% other gases, primarily butane and butylene.”

Where can LPG be used?

LPG is a near-zero emission option for carriers in many applications, besides Driver Appreciation Week cookouts, such as:

• School buses,
• Shuttles,
• Long-haul trucks,
• Yard management,
• Work trucks, and
• Local and regional delivery vehicles.

Benefits and considerations

To know whether an alternative fuel is suitable for a fleet, carriers must examine the benefits and considerations before transitioning.

The top benefits are:

• Cleaner tailpipe output that is 90 percent cleaner than current Environmental Protection Agency (EPA) standards and nearly 13 percent less greenhouse gas (GHG) emissions*.
• Abundant refueling options exist at private and public refueling stations, as well as onsite fueling, which can take up as little as the equivalent of one parking space.
• Similar power and performance to conventional fuels in terms of horsepower and torque.
• More flexibility and range due to bi-fuel vehicles (LPG main tank with a smaller gas tank as a reserve).
• Lower maintenance costs are typical due to no exhaust after-treatment system, such as an easily clogged diesel particulate filter (DPF) and diesel exhaust fluid (DEF).
• Lower cost per gallon and mile than gasoline or diesel is typical despite lower fuel economy.More grant money is available through the Diesel Emissions Reduction Act (DERA) to support the transition from diesel to LPG.
• Similar technical requirements as gas engines concerning diagnostic and maintenance equipment as well as technician training.
• Extended engine life due to lower carbon and oil contamination.
• Better cold-weather performance due to fewer cold-start problems, with the fuel being a mixture of propane and air versus diesel fuel, which can gel in frigid temperatures.

* Argonne National Laboratory’s Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation (GREET) model.

The top considerations are:

• Slightly lower fuel economy than gasoline or diesel.
• Additional fuel weight is needed to extend the range.
• Insufficient emissions reduction to meet upcoming standards in areas like California.
• High initial purchase cost over gasoline vehicles but on par with diesel vehicles.

Hydrogen — Fuel Cell Electric (FCE)

• Hydrogen FCE vehicles can be used in long-haul applications, but the fueling infrastructure is gradually expanding and the cost is much higher than diesel before government incentives.
• Refueling takes a matter of minutes.
• FCEVs are lighter than battery-electric vehicles (BEVs).

Weight is a crucial factor in the design and operation of trucks. Heavier vehicles require more energy to move, leading to reduced fuel efficiency. Hydrogen fuel cell systems are lighter than the massive battery packs required for electric trucks. This weight advantage can optimize the weight distribution in trucks, enhancing handling and overall fuel efficiency. Lighter trucks also lead to reduced wear and tear on tires and brakes, resulting in additional cost savings.

Hydrogen trucks are versatile and can be adapted for use in a wide range of truck types. This adaptability makes them suitable for different transportation needs, offering trucking companies the flexibility to transition to hydrogen-powered vehicles throughout their fleets.

How hydrogen fuel cells function

Hydrogen trucks work on a clean and efficient technology that harnesses the energy of hydrogen to power an electric motor. The process begins with storing hydrogen gas in high-pressure tanks on the truck. The heart of a hydrogen truck is the fuel cell stack. The stack consists of multiple individual fuel cells and when hydrogen is supplied to the cells, a chemical reaction occurs within the stack.

The hydrogen stores energy, flows into the fuel cells, reacts with oxygen, and creates electricity for the electric motor.

Advantages

Sustainability

One of the primary advantages of hydrogen trucks is their significant contribution to environmental sustainability. Unlike traditional diesel-powered trucks, hydrogen fuel cell vehicles produce zero tailpipe emissions. They emit only water, making them an attractive option for companies aiming to reduce their carbon footprint and comply with strict emissions regulations. By transitioning to hydrogen-powered trucks, motor carriers can play a vital role in reducing air pollution and greenhouse gas emissions, contributing to a cleaner and healthier planet.

Extended range

Motor carriers depend on long-haul operations, and hydrogen trucks offer a distinct advantage in this space. Thy typically have a longer range compared to electric trucks because of the high energy density of hydrogen. This extended range ensure that carriers can complete longer dispatches without the need for frequent refueling, resulting in enhanced operations and efficient, and reduced downtime.

Quick refueling

The time spent refueling or recharging a truck directly impacts productivity. Hydrogen trucks provide a significant advantage due to their quick refueling process. Unlike electric trucks, which can take hours to charge, hydrogen trucks can be refueled in a matter of minutes, often just as fast as filling a diesel tank. This rapid refueling minimizes downtime to keep their fleets on the road, where they belong.

Weight and versatility

Weight is a crucial factor in the design and operation of trucks. Heavier vehicles require more energy to move, leading to reduced fuel efficiency. Hydrogen fuel cell systems are lighter than the massive battery packs required for electric trucks. This weight advantage can optimize the weight distribution in trucks, enhancing handling and overall fuel efficiency. Lighter trucks also lead to reduced wear and tear on tires and brakes, resulting in additional cost savings.

Hydrogen trucks are versatile and can be adapted for use in a wide range of truck types. This adaptability makes them suitable for different transportation needs, offering trucking companies the flexibility to transition to hydrogen-powered vehicles throughout their fleets.

Infrastructure and cost concerns

To support the widespread adoption of hydrogen trucks, an infrastructure for hydrogen refueling stations is gradually expanding. Government and private companies are investing in the technology, ensuring that hydrogen trucks have the necessary support to operate.

The adoption of hydrogen trucks is not without challenges. The initial cost of these vehicles is higher than traditional diesel trucks, but incentives and the long-term operational savings can offset the cost. Additionally, the production of hydrogen itself must become more sustainable, relying on renewable energy sources to produce “green hydrogen.”

Electric terminal (yard) trucks

• Electric terminal trucks are ideally suited for yard management due to proximity to recharging options.
• If onsite charging is to be used, infrastructure must be well-planned and built in coordination with the local utility.
• Maintenance support requires special training.

Before purchasing a battery-electric yard truck, a carrier should examine: Net cost, Infrastructure requirements, and Maintenance.

A 2022 Department of Energy (DOE) study indicated that battery-electric (BEV) powered trucks will be cheaper to buy and operate than diesel trucks by 2035. With more than 100 models of medium and heavy-duty electric trucks currently being offered, carriers have many questions about where to start.

Electric terminal trucks, also known as yard tractors, will allow carriers to jump into the electric vehicle (EV) space at a slower pace.

Electric vehicle (EV) battery — Five FAQs

• Electric vehicle batteries have many factors that impact range and battery life.
• Training on battery system safety, charging, and use is key to maximizing an EV investment.

Electric motors are the heart of the EV. However, to maximize the return on an EV investment, it pays to learn the basics about the source of energy or blood for the heart – the battery packs.

An EV battery pack is a key to achieving energy efficiency from the electrical grid to movement down the road. According to fueleconomy.gov, EVs convert over 77 percent of electrical energy from the grid to power at the wheels. Fossil fuel vehicles convert about 12 to 30 percent of the energy from fuel to power at the wheels. Let’s cover five frequently asked questions about EV batteries:

1. How long will batteries last?

EV battery capacity is rated in kilowatt-hours or kWh. Higher kWh ratings should equate to higher mileage or operating hours before recharging.

A few terms apply to the how long batteries will last:

Warranty – A typical warranty is eight years or 100,000 miles, but varies by manufacturer. EV warranties usually require the state of health (SOH) to be below 60 to 70 percent before a claim is allowed.

Range – Current commercial vehicle EV ranges on a single charge are between 150 to 250 miles. Several factors affect battery range on a full charge (see below).

Battery life – How many years a battery will last depends on how it is used and maintained. A battery’s chemical makeup will also influence how it responds over time.

2. What factors reduce EV range?

These factors can affect the mileage or operating hours from a full charge:

• Auxiliary system use – Heating or cooling the driver compartment.
  • Precooling or preheating, when plugged in, helps mitigate load drain.

• Driving habits – Hard acceleration, higher speeds (more aerodynamic drag), frequent slowing and accelerating (city versus highway driving).

• Vehicle weight – The empty weight plus cargo and passengers.
• Ambient temperature – Extreme heat or cold weather can hamper range and ability to accept a charge.
  • Battery chemistry can determine how a battery system tolerates temperature extremes.
  • Liquid cooling can better moderate battery temperatures versus air cooling. •
• Battery management system (BMS) settings – BMS settings control charging and depletion ranges, affecting range and battery life. See the next question.

3. What is a BMS?

To maximize the longevity or state of health (SOH) of lithium-ion batteries and maintain safety, a BMS controls:

• Charging,
• Discharging,
• Cell balancing, and
• Temperature.

The BMS should not charge above 80 to 90 percent of capacity or allow depletion to under 10 to 20 percent. Optimal charging is typically 40 to 80 percent. The BMS sets charge and discharge limits to maintain efficiency and extend battery life. Operating outside normal ranges will cause premature degradation, reduced SOH, and resale value.

An example of reduced range due to the degradation of SOH:

• If the range on an EV was 200 miles when new, at 80 percent SOH, the range would fall to 160 miles.

A BMS can help avoid thermal runaway where temperatures reach as high as 932 degrees Fahrenheit (500 Celsius). A single cell overheating can cause a chain reaction with other cells resulting in a fire.

Utility companies collaborate with the original equipment manufacturers (OEMs) and fleets on vehicle-to-grid (V2G) electricity transfer. A BMS that can transfer energy back to the grid will help fleets defray energy costs and help the overall grid power supply.

4. What battery charging systems are recommended?

Battery charging systems have to match the operational requirements and consider the impact on battery life. The following are current common charging system levels:

Level 1: The system is 120 volts for home charging.

Level 2: A 240-volt charger is a minimum needed for commercial applications, which shortens charge time.

Level 3: Fast charging is generally limited to public charging stations unless installed at a carrier’s terminal or used by a charging-as-a-service (CAAS) network.

• Direct Current (DC) Fast Charging: Batteries can be charged up to 80 percent of their capacity in as few as 30 minutes, depending on the battery capacity and vehicle. Minimize fast charging due to increased heat and possibly degradation of battery SOH.

5. What are some precautions when operating an EV or working around hi-voltage battery packs?

EVs use lithium-ion batteries, as do cell phones. However, there is far more danger when working with EV battery packs. Below is the link to the National Transportation Safety Board (NTSB) guidance on battery safety as well as a basic checklist (not all-inclusive) https://www.ntsb.gov/safety/safety-studies/Pages/HWY19SP002.aspx

• Check electrical cables for wear and connectors for corrosion and solid attachment on the following components:
  • Battery – high voltage cables
  • Controllers
  • Motor and inverter
  • Manual service disconnect (MSD) – Also, check that the MSD is de-energizing the system.

• Use insulated tools and appropriate personal protective equipment, such as rubber gloves.
  • Use insulated tables and battery-lifting tools to avoid injuries.

• Maintain the rated capacity by auto rebalancing battery cells after daily use, or do so on a regular basis.
  • A service code will also indicate balance issues.

• Use appropriate level battery chargers to charge, discharge, and balance batteries.
  • Constant current constant voltage(CC-CV) can prevent overcharging, excessive temperatures, and avoid lithium plating of electrodes.

• Update maintenance policies and procedures for EVs.
• Train drivers on driving habits, safety precautions, inspection items, and the charging process.
• Train technicians based on the original equipment manufacturer (OEM) recommendations in the following areas:
  • Battery management and electrical system evaluation software;
  • Basic battery care;
  • Drivetrain and controller maintenance;
  • High-voltage training (OHSA standard) and the 12-volt part of the electrical system;
  • Emergency and routine shut-down and power isolation procedures, de-energizing the system, and capacitance bleed-down before working on a vehicle;
  • First aid and electrical fire suppression; and
  • Battery chemistry-specific precautions.
• Recycle batteries to reclaim precious metals and avoid toxic chemicals contaminating water and soil.
  • Many EV batteries have up to 70 percent of their capacity when replaced.

Train drivers, technicians, and leaders on battery basics to maximize safety and the return on your EV investment.

Initial cost and savings

The initial investment to purchase an electric yard truck can cost up to $100,000 more than its diesel counterpart, but EVs have lower operating costs and produce zero emissions. Diesel is much more expensive than electricity, and carriers with a multi-shift operation can expect diesel savings of up to $25,000 per year, according to manufacturers of heavy-duty electric vehicles.

Competition for government grants and incentives is increasing, and the current wait time may exceed 12 months before approval. The Bipartisan Infrastructure Law (BIL) was signed into legislation in November of 2021 and contained significant new funding for electric vehicles and EV charging stations . In addition, funding programs are available at the federal, state, and local utility levels through rebates and tax credits.

Infrastructure requirements

When researching EV challenges, the “800-pound gorilla” in the room is always centered around infrastructure and charging stations. Carriers that adopt electric yard trucks may only have to install a couple of charging stations to satisfy the power requirements, and this eases some of the concerns. Very few carriers, if any, are prepared to fully transition to EVs, so it makes sense to start with a handful of vehicles to understand better the challenges associated with EVs.According to the Federal Highway Administration, President Biden has committed to building a national network of 500,000 charging stations by 2030. Utility companies are rapidly installing charging stations across the network, so interested carriers should consider building for the future now, even if local utility companies are struggling to keep up.

Each state must develop its plan for distributing competitive grant programs, and interested carriers should contact their local utility company to inquire about the process. Current EV manufacturers were instrumental in pushing for grant programs, and they are a great source of information for carriers looking to transition to EVs.

Maintenance

Drivers of electric yard trucks and maintenance technicians require specialized training, but the learning curve is relatively easy compared to other commercial motor vehicles. The most expensive maintenance repairs on a diesel are for the engine and transmission, something that does not exist on most EVs. Preventative maintenance time is also reduced because oil changes, fuel injectors, etc., are not involved.

Notable features and benefits of an electric yard truck include the following:

• Zero tailpipe emissions
• Regenerative braking with a 50% shorter stopping distance
• Operates up to 24 hours on a single charge and is in proximity to a charging station
• Reduced noise pollution and engine heat

Driving an electric yard truck can increase employee health by reducing noise pollution and emissions for onsite personnel and the surrounding community.

ADAS: Using the systems’ data

• ADAS data is best used as a one-on-one coaching tool for the driver, rather than a disciplinary tool.
• Blatant disregard of known safety policies and “bad” ADAS data, however, must result in driver discipline as an attorney for an injured person will have access to, and exploit, the driver’s “bad” data during post-crash litigation.
• Companies should take steps to ensure that reliance on ADAS and other electronic safety technology does not result in driver complacency or a loss of defensive driving skills.

After choosing specific advanced driver assistance systems (ADAS) for its fleet, the company must decide:

• How to use the systems correctly
• How to deal with incidents
• When to discipline a driver
• How to act on the data
• When does too much reliance on data make the driver unsafe?

Using the systems correctly

One issue that many carriers grapple with is what to do with the data. The goal with any of these systems should be to improve the driver by using the data as a one-on-one coaching tool. Therefore, the goal should be to get to the data that is showing the safety problems (bad behaviors). If time is spent looking at all the data, and not just the “bad” data or “exceptions,” a safety officer can literally drown.

Dealing with incidents

Whenever a behavior has led to a “bad” data capture, the key is to quickly coach the driver. The discussion should involve what the driver did wrong, as well as what the driver should have done in that situation.

One carrier that uses these systems effectively has the driver explain what led to the incident, review the defensive driving materials related to that type of incident, and then explain what must be done next time that situation (or anything similar) occurs. In short, the driver develops the correction plan. The company then just monitors the data to make sure it does not happen again.

The key is to avoid using the data as a disciplinary tool, except when it is necessary. If drivers view the system as a “gotcha” tool, cooperation will be hindered.

When is it necessary to discipline a driver?

When the data (electronic or video) shows that a driver blatantly disregarded a known safety policy that has severe consequences attached to it the driver must be disciplined.

Examples of this would be not using the seatbelt, using a cell phone while driving, texting while driving, somehow disabling the safety system (such as covering the camera or disconnecting the electronic log), lying about the situation related to an incident in the data, or operating too fast for conditions in certain circumstances.

Also, drivers that are “repeat offenders” will eventually need to be disciplined.

If you have it, use it!

A word of warning here: Act on the data. The only thing worse than not having information, is to have the information and not use it. Failure to act on data that is pointing out problemed drivers, will automatically be questioned after a crash (by the plaintiff’s attorneys). Specifically, why nothing was done about an unsafe driver that the company knew or should have known about. If these systems are used, they must be used to correct unperforming drivers.

Does too much reliance on technology make a driver unsafe?

Many newer model vehicles have an option to add collision avoidance technology, such as:

• Blind spot monitoring
• Backup cameras
• Lane departure alerts
• Automatic braking
• Adaptive cruise control

Drivers in vehicles that are equipped with these ADAS alerts may become reliant to the point that defensive driving skills deteriorate.

The company must guard against drivers becoming complacent with defensive driving skills and too reliant on technology in situations that require active response or use of mirror scans. Drivers that switch from an ADAS-equipped vehicle to one without ADAS, if complacent, will have to go back to total reliance on defensive driving skills. The company must make sure the drivers remember and use those skills.

Also, ADAS are not perfect. Recent research by AAA found active driving assistance systems often malfunctioned, including:

• Disengaging without any warning, handing back the controls of the vehicle to the driver; and
• Failing to keep the vehicle in the lane and away from other vehicles and guard rails.

Although these technologies are great, through recurring training, it might be wise to remind drivers to also check blind spots, pay attention to lane position, and watch traffic on all sides of the vehicle. These basic defensive driving skills should never be replaced by the bells and whistles of today’s vehicles.

Event-data recorders

• Event data recorders, or “black boxes,” record many parameters, and can be part of the vehicle’s ECM, or part of separate system, such as an ELD.
• Event data recorders can be useful in maintenance operations, to provide insight into driver operation, and most importantly, to access data after a serious crash.

Event data recorders are intended to track the driver’s and vehicle’s activities, and provide a means to improve the performance of both. They are also known as “black boxes.” These recorders can track many parameters, including:

• Vehicle speed (minute-by-minute and average)
• Brake applications:
  • Times when the brakes were applied
  • Number of times the brakes were applied
• Brake force applied for each braking
• Engine RPMs — minute-by-minute and average
• The driver’s engine demands and the engine’s performance

These systems can be part of the existing electronics on the vehicle that only needs to be accessed and/or activated, such as the vehicle’s electronic control module (ECM), or they can be a separate system installed to track the driver and vehicle performance. Many electronic logging device (ELD) systems have at least limited capability in this area. It is important to know what data the vehicle and its systems are collecting for three reasons:

• Some of it is useful in maintenance operations.
• These systems can provide insight into how the driver is operating the vehicle.
• Finally, if the vehicle is involved in a serious crash, agencies and attorneys are going to request access to the data. If this happens, the company had better know what data is there for them to see. They (the agency and the attorneys) will know what data is generated by the vehicle and its systems, so the carrier should as well.

Electronic stability control (ESC) and anti-lock braking systems (ABS)

• Most medium and heavy-duty vehicles are required to have ESC systems to avoid lateral instability, wheel lift, and rollover.
• ESC systems may be temporarily disabled at low speeds (12 mph or less), must have a diagnostic system verifying it is working, and a dash indicator notifying the driver of a fault in the system.
• Portions of the ABS/traction control systems are located at the wheel ends, leaving them exposed to environmental hazards, and requiring extra attention during vehicle inspection.

The National Highway Traffic Safety Administration (NHTSA) regulations at 571.136 require most medium and heavy-duty vehicles (trucks and buses) to have electronic stability control (ESC).

The system uses yaw and roll sensors to sense if the vehicle is approaching the edge of its stability envelope. If the vehicle becomes unstable, either vertically (on the roll axis), or due to an understeer or oversteer condition (the yaw axis), the system communicates with the engine, telling it to reduce power to avoid a loss of control situation or rollover. The system will even make intelligent braking decisions (deciding which specific brakes to apply) to stabilize the vehicle, if necessary.

ESC performance standard

The performance standard for ESC systems require the vehicle to remain stable while driving through a 150-foot “J” turn too fast. To meet the performance standards, the system must activate when the driver enters the curve going over 30 mph. The system must then stabilize the vehicle and reduce its speed to less than 30 mph within 3 seconds and less than 28 mph within 4 seconds through automatic engine control and braking.

Basis for the standard

The decision to establish the requirement to adjust power and brake when 30 mph is exceeded in a 150-foot J turn is based on the lateral force that such a situation generates, which is 0.4 g. The reason 0.4 g was selected is 0.4 g represents the margin of lateral stability on a loaded tractor-trailer with a high center of gravity load. At 0.4 g of lateral force the vehicle is likely to suffer from lateral instability (“yaw” instability), wheel lift, and rollover.

Temporary disablement of ESC system at extremely low speeds

To allow drivers to operate and get moving in extreme low-speed situations without the system continually defueling and braking the vehicle, the system can be disabled (automatically or manually by the driver) if the vehicle is traveling under 12 mph. Once the vehicle exceeds 12 mph, it must be fully active. The ESC must also have a diagnostic system that verifies it is working correctly. The diagnostics must include a dash indicator to notify the driver if the diagnostics discover a fault in the system. For details on the system, see 571.136, and for details on the dash indicator, see 571.101. All that said, carriers should stress reducing speed and increasing following distance to avoid activating the ESC.

ESC systems are data intensive: Require good carrier maintenance

These systems are data intensive. The sensors will constantly be sampling the environment and reporting to the processor, which will be constantly making stability decisions. If an intervention is called for, the ESC unit must initiate communications with the engine through the vehicle’s electronic system. This is true even if the ESC system uses its own wiring for sensor-to-processor communications (or is one integrated unit).

The carrier’s maintenance team needs to be familiar with the ESC systems, including how they function, how to maintain them, and how to troubleshoot them.

Anti-lock braking system (ABS)

The antilock braking system (ABS), and the associated traction control system, are a combination electronic/air (or hydraulic) system. The electronic sensors and processor make decisions, and then influence the operation of the air or hydraulic system, if necessary. As well as being data-intensive (the wheel sensors are constantly checking and reporting wheel speed to the processor), the system also has an active portion (the modulator valve that releases/applies the brakes and the throttle control) that works off commands from the data system.

Cautionary note: One problem with ABS/traction control systems is that portions of the data system (the wheel sensors and the associated wiring) are in less-than-ideal positions (at the wheel ends). This location leaves them exposed to environmental hazards. While the components that are in these locations are designed to be there, they will still require extra attention during vehicle inspections.

Automated-emergency braking (AEB) and forward-collision warning (FCW) systems

• AEB systems will slow and apply brakes to a vehicle if a driver gets too close to minimize the effect of a collision.
• FCW systems will warn the driver they are getting too close to a vehicle too quickly but will not slow or stop the vehicle.

Some systems go one step further than adaptive cruise control (ACC) and will slow the vehicle if there is a hazard in front of it, even when the cruise control is off. The more advanced of these systems will not only communicate with the engine to slow the vehicle when there is a hazard in front of the vehicle, but will also apply the brakes to prevent or minimize the effects of a collision (if the driver does not respond to a system warning). These systems are referred to as automatic emergency braking, or AEB.

Because of the level of integration that is necessary, ACC and AEB are best installed as an original equipment manufacturer (OEM) option. Aftermarket installation is possible but can be difficult.

Collision warning systems (CWS) use radar, sonar, infrared, video, or laser technology to warn the driver when the vehicle is getting “too close” to another vehicle or an object but do not slow or stop the vehicle. It is important to know which system is installed in the vehicle. AEB will slow or stop the vehicle, while CWS will only warn the driver that they are getting too close to a vehicle.

These warning systems also require mounting of hardware (the sending unit, the processor, and the display), electrical connections, and calibration on installation. Most vehicle OEMs are now offering these systems as an option. This is preferred to aftermarket installation, for integration reasons, but may not be preferred for cost reasons (aftermarket installation may be cheaper is some cases). These units are mostly self-contained, and do not require anything from the vehicle except electrical power.

Lane departure warning (LDW) systems

• LDW systems use video technology to alert a driver if the vehicle is “wandering” into other lanes of traffic or leaving the roadway.
• LDW systems may automatically deactivate if visibility is reduced by snow, fog, heavy rain, bright sun, or other conditions, and may not activate at all if a lane is not clearly marked.

Lane departure warning (LDW) systems use video technology to alert the driver if the vehicle is departing its lane without the turn signal activated. The systems are designed to help the driver avoid “wandering” into other traffic lanes or leaving the roadway. The systems require the installation and calibration of the sensor system, the processor, and the display; and may also require recalibration over time. While this is a data-intensive system, it is normally self-contained and requires only electrical power from the vehicle.

There is an exception in the safety regulation that allows components related to safety systems, such as LDW systems and collision warning systems (CWS), to be mounted on the windshield in locations that are normally not allowed. In 393.60, it states that components for safety systems can be located within four inches of the top of the area of the windshield swept by the wipers and within seven inches of the bottom of the windshield area swept by the wipers, provided they do not obstruct the driver’s view of the road or street signs and signals.

If a vehicle is equipped with a LDW system, the driver may hear an alarm, feel a seat vibration, or see a warning if encroaching on the right or left edge of the lane. These systems rely on cameras and may be automatically disabled if visibility is diminished by snow, fog, heavy rain, bright sun, or other conditions, and may not activate if a lane is not clearly marked. If the system is frequently activating, the driver should find a safe place to park and get some rest.

Adaptive cruise control (ACC) systems

• ACC systems communicate with the engine to increase or decrease a vehicle’s cruising speed to match the vehicle in front of the driver and maintain about a three second following distance.

Adaptive cruise control (ACC) is another data intensive system that works with other safety systems, normally a collision warning system (CWS). The ACC system will communicate with the engine to increase or decrease the vehicle’s cruising speed based on the surrounding traffic. Normal cruise control only maintains vehicle speed based on the driver selected speed.

Adaptive cruise control, or a similarly named system, will set the ACC control speed to match the speed of the vehicle in front of the driver if it is going slower to maintain about a three second following distance.

If there is a choice, the driver should set the ACC to the greatest following distance.

If equipped, a driver should not use ACC, or other cruise control, when the road conditions involve traffic, an urban area, or adverse weather such as rain, ice, snow, or wind. Drivers should always focus on defensive driving and should not rely on these systems.

Blindspot monitoring systems

• Blindspot monitoring systems should alert a driver of a potential side collision while merging if the other vehicle is within about 10 feet of the cab of the driver’s vehicle.
• The side-view camera system, a related system, provides a panoramic view of the side of the vehicle using a screen mounted on the vehicle’s left and right windshield posts.

Blindspot monitoring systems provide the driver with an audible and/or visual warning if the driver turns on the turn signal and another vehicle is next to the vehicle. A related system is the side view camera system. These provide the driver with visibility into the blind spot by providing a panoramic view of the side of the vehicle using a screen mounted on the vehicle’s left and right windshield posts. There currently are two manufacturers that have been granted exemptions allowing the removal of the outside mirrors when their sideview camera systems are installed.

If a vehicle is equipped with a blind spot detection the driver should be alerted to a potential side collision while merging if the other vehicle is within about 10 feet of the cab of the driver’s vehicle. A vehicle moving towards the blind spot or in the blind spot should trigger a visual alert on the dash or in the mirror, and with a turn signal on it should provide a more urgent audible alert or a seat vibration. There are sensors on both sides of the vehicle. These systems, however, do not replace the need for drivers to frequently scan mirrors, especially when merging and during lane changes.

More advanced blind-spot detection systems may also have automatic emergency-steering to avoid a collision in the case of an unsafe merge or lane change.

A blind spot detection system may not detect a motorcycle or vehicles more than 10 feet away from the side of the vehicle, which includes vehicles that are moving into an adjacent lane.