This self-driving semi, equipped with a sophisticated suite of 25 laser, radar, and camera sensors, is the product of Aurora Innovation, a Pittsburgh-based company. By the latter part of this year, Aurora intends to commence freight transportation operations along Interstate 45, connecting the Dallas and Houston regions, employing a fleet of 20 driverless trucks.

“We want to be out there with thousands or tens of thousands of trucks on the road,” said Chris Urmson, Aurora’s CEO and formerly head of Google’s autonomous vehicle operations. “And to do that, we have to be safe. It’s the only way that the public will accept it. Frankly, it’s the only way our customers will accept it.”

The primary objective of these trucks is to enhance the efficiency of goods transportation, expediting delivery schedules and potentially reducing operational costs. Additionally, these trucks will cover shorter distances on secondary routes.

Supporters of this technology assert that autonomous trucks will also contribute to fuel savings, as they maintain continuous operation without the need for breaks and adhere to consistent speeds.

Nevertheless, the concept of a fully loaded, 80,000-pound driverless truck maneuvering amongst traffic on a major highway at speeds exceeding 65 mph does evoke apprehension in many. A recent AAA poll revealed that a significant majority of Americans, 66%, express worry about autonomous vehicles.

Despite companies’ assurances regarding safety, skeptics, including safety advocates, express concerns about the lack of stringent federal regulations governing autonomous trucks. They argue that companies are largely responsible for ascertaining the safety thresholds for deploying driverless trucks.

Phillip Koopman, a Carnegie Mellon professor who specializes in vehicle automation safety, is most concerned about the minute computerized elements of these trucks and their safety engineering capabilities in real-world situations.

“Everything I see indicates they’re trying to do the right thing,” he said. “But the devil is in the details.”

Companies like Aurora maintain that years of rigorous testing validate the safety of their autonomous trucks.

“If we put a vehicle on the road that isn’t sufficiently safe — that we aren’t confident in the safety of — then it kills everything else,” Urmson said.

Experts predict that instead of automated trucks becoming the norm, they will serve to complement human drivers, not replace them.

“If you’re driving a truck today,” Urmson said, “my expectation is you’re going to be able to retire driving a truck.”

Source: The Trucker

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Initially passed by the state’s House and Senate, HB 7 encountered resistance from Gov. Beshear. Nevertheless, the legislation now paves the way for the regulatory approval of fully autonomous vehicles, provided they meet specific criteria.

In vetoing the bill, Beshear said, “[it] does not fully address questions about the safety and security of autonomous vehicles, nor does it implement a testing period that would require a licensed human driver to be behind the wheel” for passenger vehicles.

One notable stipulation of the bill is the requirement for a testing period with a human driver present for trucks weighing over 62,000 pounds and any towed units until July 31, 2026.

“Opening Kentucky’s highways and roads to fully autonomous vehicles should occur only after careful study and consideration and an extensive testing period with a licensed human being behind the wheel, which is what other states have done before passing such law,” Beshear said.

The decision to override the governor’s veto was not without contention. The Kentucky House voted 58-40 in favor of overriding the veto, while the state Senate followed suit with a vote of 21-15. This outcome signifies a clear divergence of opinions on the matter within the state’s legislative bodies.

Source: Commercial Carrier Journal

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“Navistar recognizes that the high volume and scalability of hub-to-hub operations presents an immediate addressable market of 25 billion miles of long-distance freight on the U.S. interstate system,” the news release stated. “The company has strategically selected hub-to-hub operations as the company’s core segment for commercial viability of autonomous implementation.”

With safety drivers onboard, International trucks equipped with SuperDrive are undergoing validation on routes in Texas. Customer pilots are anticipated to commence within the year, with commercial deployments expanding gradually across strategic U.S. corridors.

“There is a strong business case for autonomous technology in the hub-to-hub distribution model, specifically in long-haul transportation where there’s a compelling opportunity to increase operational efficiencies,” said Tobias Glitterstam, chief strategy and transformation officer at Navistar. “Global partnership with a company like Plus allows us to leverage the technical strides they have made as we work together to focus on the commercial viability of Level 4 autonomous driving.”

Navistar’s autonomous commercial pilot program focuses on offering integrated solutions tailored to meet individual customer needs.

“Our autonomous commercial pilot program is intended to be a safe, reliable option for customers to explore the deployment and integration of autonomous vehicles into their operations,” said Chet Ciesielski, vice president, of on-highway business at Navistar. “As always, we are committed to being a trusted partner as we seek to develop solutions for autonomous driving technology that increase our customers’ operating efficiencies, improve road safety, and alleviate strains in the supply chain.”

Developed and supported by Navistar, these autonomous technology solutions seamlessly integrate into customer operations, encompassing maintenance, telematics, safety, and reliability.

“We are excited to partner with Navistar to build the next generation of transportation solutions enabled by our industry-leading autonomy technology,” said Shawn Kerrigan, COO and co-founder of Plus. “By leveraging our experience deploying our highly modular and flexible autonomous driving software across the U.S., we can help accelerate the commercialization of autonomous trucks that can easily be integrated into customer operations.”

Source: Commercial Carrier Journal

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Despite successfully passing the Kentucky House with a 61-31 vote, the bill underwent a significant amendment. This modification introduced a crucial requirement stipulating the presence of a human operator inside any fully autonomous vehicle “for which the declared gross weight of the vehicle and any towed unit is more than 62,000 pounds” until July 31, 2026. The operator would be responsible for “monitoring the performance of the vehicle and intervening if necessary.”

This particular provision garnered opposition from various groups, including members of the Teamsters Union, police officers, firefighters, and others. In response to the amendment, these stakeholders collectively assembled at the state capitol in Frankfort on Thursday, urging Kentucky senators to vote against the bill.

The opposition group, composed of Teamsters union members, police officers, and firefighters, emphasized their concerns about the amended requirement for a human operator within fully autonomous vehicles. They argued that such a mandate could hinder the potential benefits and advancements associated with autonomous technology.

“We cannot let California’s Big Tech write laws for our state. Lawmakers need to pass legislation that’s by and for Kentucky residents,” said Fred Zuckerman, Teamsters general secretary-treasurer. “Senators need to preserve good union jobs, safe streets, and the will of the people by stopping this bill dead in its tracks.”

The gathering at the state capitol served as a unified effort to express dissent and encourage Kentucky senators to reject the bill in its current form. The ongoing debate reflects the complex intersection of technological innovation, regulatory considerations, and the broader societal implications of autonomous vehicle integration.

Source: Commercial Carrier Journal

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A rally in support of the bill took place outside the State Capitol in Sacramento, drawing Teamster leaders and lawmakers, including Assemblymembers Tom Lackey (R-Boron) and Laura Friedman (D-Glendale).

“As autonomous vehicle companies try to push their new, untested technology onto our roads, we need to prioritize legislation that will protect our streets and good-paying driving jobs, and that starts with AB 2286,” said Peter Finn, Teamsters International Western Region Vice President, President of Teamsters Joint Council 7.

This legislation mirrors last year’s AB 316, also co-authored by Aguiar-Curry, with the aim of enhancing safety and job opportunities. Despite receiving strong legislative support, surpassing 90%, Governor Gavin Newsom vetoed the bill in September.

Proponents of AB 2286 highlight notable accidents involving autonomous vehicles, such as a Cruise robotaxi causing incidents in San Francisco, emphasizing the need for improved regulations and safety measures.

Assemblymember Aguiar-Curry stresses the crucial role of the legislature in determining the safety of autonomous trucking and ensuring a concrete plan for the well-being of trucking workers.

“The autonomous trucking industry has cast this bill as a ban on technology when it explicitly states that testing and deployment will happen with a Human Safety Operator,” she said. “Using their logic, they’re the ones who support a ban. A ban on humans in trucks. A ban on working people’s ability to provide for their families and provide safe roadways for Californians. We will not stand by and let them put profits over people.”

Chris Griswold, Teamsters International vice president at-large and president of Teamsters Joint Council 42, clarifies that the bill does not intend to ban self-driving technology but rather seeks to establish comprehensive regulations.

“It is a bipartisan bill that puts safety first by ensuring a trained human operator behind the wheel of autonomous trucks,” he said.

Beyond California, discussions on regulating autonomous trucks persist across the United States. In South Dakota, the Teamsters and the South Dakota Peace Officers Association oppose House Bill 1095, which proposes allowing autonomous trucks on South Dakota roads without human operators. In Florida, Senator Victor Torres (D-Orlando) proposes SB 1580, requiring a licensed human operator in self-driving vehicles. In Indiana, Teamsters advocate for House Bill 1022 in the Road and Transportation Committee, emphasizing the need for human operators in driverless trucks. Similar deliberations are underway in Iowa, Kentucky, and New York, where lawmakers are exploring various issues related to regulating autonomous vehicle trucks.

Source: Commercial Carrier Journal

The post California Lawmakers and Teamsters Come Together to Push for Bill Requiring Human Drivers in AV Trucks appeared first on Truck Drivers USA.

California

In the Golden State, efforts to regulate autonomous trucks are back on the legislative table. Assemblymember Cecilia Aguiar-Curry reintroduced AB2286, a bill identical to the 2023 version. The bill aims to prohibit the testing and operation of autonomous vehicles weighing over 10,001 pounds without a human safety operator present. The governor’s previous veto emphasized reliance on existing regulations from a 2012 state law.

Florida

Senator Victor Torres is steering legislation in Florida to establish rules for autonomous trucks on roadways. Under SB1580, a licensed human operator must be physically present in fully autonomous vehicles weighing at least 10,000 pounds while transporting goods or passengers on public roads.

Indiana

Indiana is considering two bills (HB1022 and SB57) to address autonomous trucks, specifically in automated vehicle platoons. These bills specify that a human operator must be physically present in autonomous tractor-trailers on highways for the transportation of passengers or goods. Operators are required to meet both state and federal qualifications for vehicle operation.

Iowa

Senator Zach Wahls introduced SF2218 in Iowa, addressing the operation of autonomous trucks for commercial purposes. The bill mandates a conventional driver’s physical presence in driverless-capable vehicles, holding a valid driver’s license and required endorsements.

Kentucky

Kentucky is revisiting truck platooning legislation with HB7. This bill amends the requirement for human drivers in platoons, allowing only the lead vehicle to have a human driver behind the wheel. The previous attempt faced a veto due to safety concerns.

New York

In the Empire State, two bills cover the operation of autonomous trucks. Senator Pete Harckham’s bill (S7758) requires operators to accompany trucks with autonomous technology weighing over 10,000 pounds. The bills are currently under committee review in the Senate Transportation Committee and Assembly Transportation Committee.

The debate over autonomous trucking continues, with advocates highlighting benefits such as fuel savings, reduced congestion, and improved safety through platooning. Critics, including motorcyclists, express concerns about the interaction between automated and traditional vehicles on roadways and question the feasibility of widespread technology adoption. The Owner-Operator Independent Drivers Association acknowledges the potential of autonomous technology but emphasizes challenges related to commercial vehicles and highway safety.

Source: LandLine

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Authored by Indiana state Sen. Jim Tomes, a proponent of the Senate bill, the proposed legislation asserts that requiring a human operator would enhance safety on the state’s highways.

“With new technology on the horizon and more self-driving vehicles being used on our roadways, it is important our laws reflect these changes to keep Hoosiers safe,” Tomes said. “Driverless vehicles, especially large trucks, could pose a danger on our public roads if not monitored properly.”

This move echoes recent developments in New York, where comparable legislation has been introduced. However, the Autonomous Vehicle Industry Association (AVIA) has expressed opposition to New York’s bill, emphasizing that it could prematurely and permanently restrict the use of autonomous trucks. Jeff Farrah, CEO of AVIA, voiced concerns about the potential negative impact of such legislation. Notably, the Teamsters union has shown considerable support for bills of a similar nature.

California experienced a parallel situation last year, witnessing the passage of a comparable bill that was ultimately vetoed by Governor Gavin Newsom. The evolving landscape of state-level regulations continues to shape the trajectory of autonomous trucking, with varying perspectives and interests at play.

Source: Commercial Carrier Journal

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In Indiana, bipartisan efforts led by Sen. Jim Tomes and Rep. Cindy Ledbetter aim to amend existing legislation governing automated vehicle platooning. While current Indiana law permits platooning at speeds and distances facilitated by electronic coordination, the proposed bills, HB1022 and SB57, specifically mandate the presence of a human operator in autonomous tractor-trailers transporting passengers or goods on highways.

The operators must adhere to both state and federal qualifications for operating a vehicle and an automated vehicle.

“With new technology on the horizon and more self-driving vehicles being used on our roadways, it is important our laws reflect these changes to keep Hoosiers safe,” Tomes said. “Driverless vehicles, especially large trucks, could pose a danger on our public roads if not monitored properly.”

A parallel initiative is unfolding in New York, where existing state law lacks provisions requiring a human presence in the cab of large autonomous vehicles for emergency control. Sen. Pete Harckham’s introduced bill, S7758, seeks to rectify this gap by mandating operators to accompany autonomous trucks weighing over 10,000 pounds while traversing the state’s roadways.

“The integral role of the trucking industry in our lives means we have to be proactive and vigilant about public safety and job security when it comes to technological innovations like autonomous operating vehicles,” Harckham said.

Harckham emphasizes that this measure not only addresses safety concerns but also safeguards jobs for over 270,000 New Yorkers, illustrating a commitment to a balanced approach between technological advancement and employment security.

However, these endeavors face challenges. California recently witnessed a veto by Gov. Gavin Newsom of legislation akin to the proposed bills. The vetoed bill sought to prohibit autonomous vehicles weighing over 10,001 pounds from operating without a human safety operator physically present during testing or transportation of goods or passengers. Newsom argued that the existing regulatory framework provides sufficient authority for the Department of Motor Vehicles (DMV) to oversee autonomous vehicle technology, deeming the new legislation unnecessary.

“Existing law provides sufficient authority to create the appropriate regulatory framework,” Newsom said. “(The DMV) continuously monitors the testing and operations of autonomous vehicles on California roads and has the authority to suspend or revoke permits as necessary to protect the public safety.”

As the legislative landscape evolves, debates continue regarding the compatibility and safety implications of integrating autonomous and traditional vehicles on roadways. Advocates of truck platooning stress the technology’s potential benefits, including fuel efficiency, reduced traffic congestion, and improved highway safety. However, skepticism persists among critics about the feasibility and safety of widespread autonomous technology adoption.

Acknowledging the potential of autonomous technology, the Owner-Operator Independent Drivers Association underscores the challenges it poses, particularly concerning commercial vehicles and highway safety. The ongoing dialogue reflects the need for a nuanced and well-balanced regulatory framework that considers the dynamic nature of autonomous trucking technology.

Source: Land Line

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After extensive testing, companies like Aurora Innovation, Kodiak Robotics, and Gatik AI are gearing up to eliminate human oversight from trucks hauling substantial loads at high speeds on Texas highways. The perceived cost-effectiveness, with the removal of commercial driver pay and hours of service limits, has captured the attention of major corporations. These startups plan to substitute experienced truckers with an array of cameras, sensors, and radar technology driven by advanced software.

“At the end of the year, we anticipate getting to the point where we begin operating those trucks without drivers on board,” said Aurora CEO Chris Urmson.

The AI organizations suggest that they might be ready to remove drivers from cabs by the end of the year. Acknowledging the need for virtually zero margin of error, they argue that autonomous tractor-trailers could potentially enhance highway safety. However, opponents, including the International Brotherhood of Teamsters and various safety organizations, contest the removal of human decision-making from Class 8 commercial vehicle operation.

“We are concerned about the lack of regulation, the lack of transparency [and] the lack of comprehensive data collection,” said Cathy Chase, president of Advocates for Highway and Auto Safety.

This development from startups transitioning to fully driverless trucks comes amid recent disconcerting events. Tesla, a leader in electric car and truck manufacturing and driverless technologies, issued another recall for its vehicles, affecting two million EVs requiring improved autopilot safeguards. Notably, the California Department of Motor Vehicles suspended Tesla’s autopilot use, citing an “unreasonable risk to the public.”

In Georgia, attorney Amy Witherite, who specializes in automobile and truck accidents, raised concerns about the autonomous truck corridor from Texas to Georgia. She highlighted worries arising from Georgia’s lack of laws preventing the operation of driverless trucks.

“Anyone who has ever experienced the so-called blue screen of death on their computer understands that computers, which control autonomous vehicles, can fail,” Witherite said. “Even something as simple as placing a sticker on a sign can confuse sensors, and there has been a high-profile case where a Tesla did not recognize a giant tractor-trailer truck crossing a highway, leading to a fatality.”

Source: TruckersReport

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Led by Shannon Roberts, an associate professor of mechanical and industrial engineering, the interdisciplinary group aims to understand better how advances in technology may shape the future of trucking and transportation.

This funding, provided by the National Science Foundation’s Future of Work Program, will support their research efforts over the span of four years.

“We know that when automation is introduced into trucks, it changes the role of a trucker,” Roberts said. “The question we are asking is: How do we examine and improve upon the future of work in long-haul trucking not by focusing on technology development, but rather by focusing on the trucker?”

Advancements in automation have the potential to bring numerous advantages, such as reducing accidents and improving overall efficiency; however, experts emphasize that completely eliminating human involvement is not the solution.

“Technology is good at handling consistent situations with predictable, rational people,” Roberts said. “But humans are not predictable, rational beings. Because of this, technology will not be able to react to everything that might happen on the road. It’s impossible. We will need a person in the truck.”

At the same time, automation can’t make workers feel expendable.

“People take pride in what they do,” Roberts said. “We don’t want to take everything out of that job such that people are unsatisfied and unhappy. Many people get into trucking as a means to move into the middle-class lifestyle with a high school diploma or a GED. It’s a means of betterment for a large chunk of the population.”

Ultimately, Roberts said her questions lead to a topic she calls the human-truck symbiosis.

“How do we take advantage of all the things that people are good at doing and all the things that technology is good at doing to make sure we have a system that works really well?” Roberts said.

The research team also includes Henry Renski (regional planning), Shlomo Zilberstein (computer science), Michael Knodler (civil engineering), and Robin Riessman (UMass Transportation Center), who will be conducting the study. They will gather information by accompanying truckers on their journeys, involving truckers in the design process, and analyzing workforce development.

Source: CCJ Digital

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