Inside Unmanned Systems

JUN-JUL 2017

Inside Unmanned Systems provides actionable business intelligence to decision-makers and influencers operating within the global UAS community. Features include analysis of key technologies, policy/regulatory developments and new product design.

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Q+A 58 unmanned systems inside June/July 2017 Q G F Q: What kind of sensors (capabilities) do you expect highly automated or autonomous trucks to incorporate? a: Lane departure warning would be one …forward collision avoidance system, emergency automatic braking—making sure that truck stops in time. And that's not just being incorporated into commercial motor vehicles, that's being incorporated into our passenger vehicles on the road today. So it's making these drivable computers, if you will, more safe than anything else. Q: What standards and certifi cation are needed to support highly automated and autonomous trucking? a: I think we need to start embracing the technology—making it easier for it to be tested but at the same time keep our checks and balances in place so it's just not the Wild DAVID HELLER is vice president of government affairs at the Truckload Carriers Association, which represents nearly 700 companies working in and serving the truckload freight industry. Q: How will the adoption of platooning change trucking's business models? a: It certainly will cut down on expenses—without a doubt. Make no mistake, trucks are platooned right now; they're just done so manually. …I think we will start seeing more technologies out there that will be become more mainstream, platooning just being one of them. West when you're coming out and driving these autonomous vehicles on a roadway. They need to be planned, they need to be permitted and (officials) need to make sure all the checks and balances are in place and that the technology is proven. Q: How do you see automation technology impacting the labor force? a: Data is going to be, inevitably, the big key. We as an industry are on the precipice of generating a tremendous amount of data; a data explosion like we have never seen before, which almost always accompanies any sort of technological inclusion into the marketplace. You've got carriers now that are putting this type of technological advancement on their trucks and it's generating data to help provide points with which they can train, retrain and remedial train their drivers out there in the world today. So if there's a data point that shows a problem—a problematic behavior for a driver on the roadways—carriers now have the data to do a couple things: 1) prove that behavior exists and 2) retrain that driver to help remediate that behavior, to get rid of that behavior. Q: Are there other ways fi rms expect to use that data trove? a: Look at the issue of detention time for drivers—and that's actually what it sounds like, the time spent at the loading dock waiting to be loaded or unloaded or waiting for shipment. The data derived from your simple ELD that they're putting on the trucks now, those Electronic Logging Devices, can now pinpoint and tell how long drivers are waiting at specific locations. And by locations it will generate data down to the pinpoint latitude and longitude. So you'll now see where the worst case scenarios are in terms of shippers and receivers that may have drivers detained for an exorbitant amount of time. Can you imagine the effect it would have if we can actually fix that detention problem? Five Good Questions DAVID HELLER

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