Along the winding course of a three-lane testing ground adjacent to the Monongahela River, an eighteen-wheeled tractor-trailer navigated a curve without anyone in the driver’s seat. Approximately a quarter mile ahead, the truck’s array of sensors detected obstacles: a trash can obstructing one lane and a tire impeding another. In a fraction of a second, the system swiftly signaled, guiding the vehicle into an unobstructed lane, seamlessly bypassing the hindrances.

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

Kentucky Governor Andy Beshear’s decision to veto a bill aimed at facilitating the operation of fully-autonomous vehicles, including trucks, in the state was met with swift action from lawmakers. Despite the governor’s veto, the bill, known as HB 7, was successfully overridden, thus enacting it into law.

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

Navistar is making strides in autonomous driving technology as it gears up for the launch of a commercial truck pilot program with customers. Partnering with Plus, a Level 4 autonomous driving system, Navistar is integrating SuperDrive technology into International trucks and other vehicles within the TRATON Group.

“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