possible, according to Bendix’s Thomas. Instead, Bendix has been making incre- mental advances in the hardware and software since it introduced its first radar product in 2009 and then added braking in 2011. Carriers, he said, have done a good job of communicating their needs. “We are not guessing what fleets want,” he said. “We have very good dialogue with them. From there we prioritize and bring the most important features to market relatively quickly.” But even the newest technology
has its limits. Ultimately, drivers are in control, and it’s up to them to operate their trucks safely. Collision mitigation systems can’t completely compensate when drivers drive too fast or too close. “What these systems do is reduce the likelihood of an accident. They assist the driver, but really the driver still remains in full control of the vehicle,” said Meritor WABCO’s Korn. “The laws of physics exist,” Bendix’s
Thomas said, “so we tell the drivers and the technicians and management up
front, ‘It will give you a margin of safe- ty, but the driver still should drive safe- ly, observing good driving practices.’” Joe Oleson, senior manager of
maintenance administration for FedEx Freight, said some crash mitigation technology is now standard in his com- pany. FedEx Freight started using the Vorad system, an alert-only system once owned by Eaton but now supported by Bendix, in 2003 and now uses that legacy system along with the Wingman and OnGuard systems. Is there a danger that drivers will
become too reliant on the systems and become less careful? Oleson says no. While passenger car systems such as those assisting with cornering can help drivers drive more recklessly, motor car- rier drivers don’t want these systems to activate. They’re based on improving safety, not performance. “Most system interactions – wheth-
er passive (such as an audible alarm) or active (such as active system de-throttle or braking) – are not meant to be enjoy-
able. Therefore, we believe these systems help shape and develop preferred driv- ing behaviors, making drivers more conscious about safety,” Oleson said. CalArk’s Hare said her company’s
drivers are trained on the equipment before they operate it, with an emphasis placed on the system’s limitations. “We really stress that the driver is still in control of the vehicle,” she said. “It is not a system that they can just put on cruise, lay back and take a nap, and the system will go.” Drivers, she said, have reacted posi-
tively to the tool, and it has changed their behavior knowing the data stream being sent to the carrier will hold them more accountable for near-misses and non-events. “When they know that data’s available, it changes their outlook a little bit,” she said. Maverick’s Newell said his drivers
were already accustomed to the passive technology, so adding braking hasn’t been that big of an adjustment. Drivers
34
Most trucking companies make (or lose) more money on equipment than they do hauling freight.
TRANSPORT ENTERPRISE LEASING LLC.
ARKANSAS TRUCKING REPORT | Issue 6 2013
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