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1 [1] (September 20, 2017)

handle is hein.crs/govcgvr0001 and id is 1 raw text is: F. gognko g , q 'S a X 11LULANJILiN, September 20, 2017 Autonomous and Semi-autonomous Trucks s tK), duct *Q o Autonomous trucks potentially offer significant freight transportation savings for the U.S. economy. Trucks carry about three-quarters of U.S. freight when measured by cargo weight or value. Driver compensation represents either the largest or second-largest cost component for truck carriers, depending on the price of fuel. Fuel and driver compensation typically each account for about one-third of total operating costs. A truck driver may not drive for more than 11 hours per day under federal regulations, so it is difficult for carriers to improve labor productivity except by using larger trucks. Also, because driver error is the overwhelming cause of vehicle accidents, automation that reduces accident rates could improve public safety. Despite the economic motivation, many in the trucking industry doubt whether driverless trucks are feasible in the foreseeable future given the current horizon of autonomous technology. An alternative scenario, at least for the next decade or two, is that truck driver jobs may come to resemble those of airline pilots in that drivers would spend part of their time monitoring an autonomous driving system rather than directly controlling the vehicle at all times. The skills of truck drivers when backing up an 18-wheeler to a warehouse or driving on local roads may be irreplaceable. In addition, some carriers may not be eager to forgo personal contact between drivers and customers, which may create sales opportunities. Automobile drivers may view driving ease and comfort as the primary benefits of autonomous technology. This is also relevant to trucking because exceptionally high driver turnover has plagued the industry. However, for motor carriers, the technology will primarily be judged on whether it can bring about cost savings. ~2 ae~'& tco A 4n'om u N T,,ru'~~ ckh Deployment of autonomous trucks involves many technologies similar or identical to those being used to increase automation of passenger cars. (See CRS Report R44940, Issues in Autonomous Vehicle Deployment, by Bill Canis.) Important technologies for trucking include * automatic braking that uses cameras and radar to detect objects in front of a truck; * lane departure warning sensors; * air disc brakes (as opposed to drum brakes) that allow for shorter braking distance; and * automatic transmissions, relatively new on heavy trucks, that facilitate use of driver assistance technology. While development of automated trucks faces many of the same challenges as development of automated cars, such as cybersecurity for computerized control systems and spectrum availability for communications, there are also unique issues. The weight of a fully loaded truck, at times more than 80,000 pounds, makes the vehicle difficult to control, especially at highway speeds. Shredded truck tires are a common sight on highways; autonomous control technology will need to be able to cope with tire blowouts. Economic factors will also affect the pace at which truck manufacturers install autonomous vehicle technology. Manufacturers often customize trucks for specific customers, for example, and trucking firms are not likely to invest in costly technology that may not function flawlessly in snow, ice, fog, and other difficult conditions. Insurance is another significant cost element for trucking firms and their customers; fully autonomous trucks are unlikely to be adopted until insurers offer them insurance rates no higher than those for conventional trucks. When considering the potential adoption rate of autonomous technology, it is important to recognize the different sectors of the industry. Autonomous technology is primarily geared toward long-distance tractor-trailer trucks, as opposed to cement and dump trucks moving locally for construction projects or intra-city delivery trucks. The long- distance tractor-trailer segment is composed of companies both with large fleets and with just one or a handful of trucks. Tens of thousands of such smaller carriers carry a substantial portion of highway freight, but may lack the resources to install the latest equipment. Large fleet operators generally have the financial means to adopt new technologies and may view doing so as an opportunity to gain advantage over smaller competitors. Although an autonomous truck delivering a load of beer in Colorado received widespread publicity in October 2016, it appears that truck platooning is receiving more widespread testing than fully autonomous trucking. Platooning is a form of semi-autonomous operation that could be a precursor to fully autonomous trucking. Platooning involves one or more trucks following closely behind a lead truck (see Figure 1), linked by wireless communication. This configuration reduces wind resistance, thereby saving fuel (around 10% for a following truck, 5% for the lead truck). All the trucks in a platoon have drivers, but only the driver of the lead truck is in full control of the vehicle. The drivers in the following trucks steer their vehicles, but their feet are off the accelerator and brake because truck speed is controlled by wireless communication from the lead truck. N.:0 z:&X2$