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absent from the process were those who represent trucking companies such as ATA.

“It is disconcerting that the

works, what he/she needs to do to interact with it, how to set it up for a roadside inspection and/or how to get corrections made will quickly become frustrated with the system. Frustrated drivers are not happy drivers, and drivers that are not happy tend to start looking for a job else- where. Make it a point that all drivers will be thoroughly trained before being put on the system. To accomplish this, follow the tried-and-

department and the administration have developed these guidelines with virtually no involvement from the trucking industry,” said Spear and later stated “The trucking industry cannot afford to concede an entire regulatory framework to another mode of transportation, especially one that we’ll ultimately inherit.”

true training method of “tell me, show me, and have me do it.” Teach the driver about the system, show the driver what he/she will need to do, and then run simulations using the system in “real world” situations. The training needs to be well planned and executed so frustrations in using the sys- tem can be mitigated.

FOR THE DRIVER’S SAKE, DO NOT FORGET THE SUPERVISORS! Next, make sure that the drivers’ super- visors are trained on the hours-of-service

The Federal Motor Carrier Safety Administration is mostly in watch mode because there’s so little data available, so it remains to be seen if hours of service rules could be changed. Similarly, most states are in the early stages of allowing for testing and demonstration rather than hard overregulation. In Maryland, for example, the Maryland Motor Vehicle Administration has an autonomous vehicle task force

regulations and the system as well. Supervisors need to know how the unit functions, what information is available to them, and how to interpret what they’re seeing. What you don’t want is the driver being

that has been meeting for several months. It includes Louis Campion, president & CEO of Maryland Motor Truck Association. One action item currently being developed is a catalog

caught between a highly accurate logging system and a dispatcher who, based on customer and/or operational demands, is trying to force the driver to do too much. This will lead to frustration and possible driver losses if the situation is allowed to continue.

“The trucking industry cannot afford to concede an entire regulatory framework to another mode of transportation, especially one that we’ll ultimately inherit.” - Chris Spear, President ATA

USE A BETA GROUP TO TEST CONCEPTS Be selective when it comes to the drivers

and supervisors you initially put onto the system. Start with a “beta” group. This ini- tial group of drivers and supervisors can test your training, system, and policies in advance of the wider rollout. These drivers and supervisors can then serve as “men- tors,” or even “trainers,” when the wider implementation takes place.

of existing state laws that may have to be amended to allow for autonomous vehicle operation. Many states have laws regarding following too closely, often using subjective “safe and prudent language”. Those rules would affect platooning. And what about liability? On May 7, a self-driving Tesla Model S passenger car killed a driver when it

processes based on the experience of the beta group, you want to put your “more engaged” drivers onto the system next. These drivers will have the best experience with the system, appreciate it quicker, and share the word with their coworkers. Save the drivers and supervisors that you know will be a challenge for last (such as your “anti-technology” drivers, habitual log offenders, drivers with extremely negative attitudes, etc.). You do not want drivers and supervisors who are having a bad experi- ence with the system to be the first ones talking to their coworkers about it. As you might imagine, tightening up

crashed into a left-turning truck, ran off the road and hit a power pole. If an autonomous truck is involved in a crash, who’s responsible? NHTSA Administrator Dr. Mark

paper log auditing and using a “beta group” will require time. With the looming compli- ance deadline, carriers cannot afford to delay exploring electronic logs. There are many steps that must be accomplished (developing specifications, vendor selec- tion, high-level and supervisor training, installation plans developed, etc.) before

Rosekind said the Department of Transportation regulations are designed to be “nimble and flexible.” He noted that his agency traditionally has set minimum standards that it enforces, and when new technology “is proven and converges,” it has created new standards. In the past, standards for technology such as enhanced air bags and electronic

Once adjustments are made to refine the

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