Previously announced, the regulation will require all newly manufactured vehicles exceeding 10,000 pounds in weight to be outfitted with AEB and electronic stability control (ESC) systems.

Key Takeaways of the Proposal:

• Class 7 and 8 Vehicles: Heavier trucks weighing over 26,000 pounds must comply with AEB standards within three years after the rule is implemented.

• Class 3 to 6 Vehicles: Lighter trucks, weighing between 10,001 and 26,000 pounds, are required to meet both AEB and ESC criteria within four years.

• Small-Volume Manufacturers: Granted an extended deadline, they have five years to fully comply.

• Existing Vehicles: There is no mandate for retrofitting current heavy-duty vehicles with the new systems.

For the heavy-duty sector, “the rulemaking is expected to establish performance standards and motor carrier maintenance requirements for AEB systems on heavy trucks and accompanying test procedures for measuring the performance of the AEB systems in NHTSA compliance testing,” the DOT summarized.

Industry Reactions

During the public comment period, various stakeholders voiced their concerns. The Owner-Operator Independent Drivers Association and numerous truck drivers pointed out issues relating to the current AEB technologies, particularly false activations enacted by external factors like shadows from overpasses or guardrails on curved roads.

Meanwhile, the auto industry expressed reservations about the NHTSA’s AEB mandate for light-duty vehicles. The Alliance for Automotive Innovation, representing car makers such as Ford and General Motors, described NHTSA’s final rule as “practically impossible” in a letter from June 24. According to the letter, “In several respects, the final rule establishes requirements that are not objective, not practicable or neither of these… Moreover, the final rule failed to address some significant comments raising serious concerns related to feasibility, practicability and unintended consequences.”

As of now, NHTSA has finalized its regulation requiring AEB systems to be standard on all passenger vehicles and light trucks by September 2029. While the regulation for heavy-duty vehicles is slated for announcement in January, it remains pending review by the White House Office of Management and Budget, a process known to extend over several months or even longer.

Source: Land Line

The post Anticipated Automatic Emergency Braking Mandate by 2025 appeared first on Truck Drivers USA.

This development raises the question among truckers: when will a similar regulation for heavy vehicles follow suit?

In June of the previous year, NHTSA issued a notice of proposed rulemaking to necessitate AEBs on new vehicles weighing under 10,000 pounds. Subsequently, NHTSA and the Federal Motor Carrier Safety Administration jointly proposed a regulation requiring AEB systems and electronic stability control for heavy vehicles weighing 10,001 pounds or more.

The proposal for light vehicles, anticipated to save 360 lives annually and reduce yearly injuries by 24,000, underwent review by OMB in January. If adopted as proposed, nearly all new U.S. vehicles under 10,000 pounds will need to incorporate AEB technology within three years of publication in the Federal Register.

However, the final rule for heavy vehicles is still pending OMB review. While the U.S. Department of Transportation initially projected an April publication, it’s likely to take several months before the review concludes. The initial joint proposal called for Class 7 and 8 vehicles (weighing over 26,000 pounds) to comply with AEB standards three years after the rule’s enactment, with Class 3 to 6 vehicles (weighing 10,001 pounds or more) given four years.

Reports of false AEB activations have emerged for both light and heavy vehicles. The Associated Press recently investigated unexpected automatic braking in nearly 3 million Hondas.

“The complaints allege that the automatic emergency braking system can brake the vehicles with nothing in their forward path, increasing the risk of a crash,” The Associated Press reported. “(NHTSA) said it has 47 reports of crashes and 112 reports of injuries from the problem.”

Truck drivers have also voiced complaints about false activations.

Carrie Moore, a professional driver, recounted a near-crash experience. Moore described driving on a snowy Michigan highway in 2022 when a guardrail triggered a false activation, causing her truck to jackknife on the icy road.

“It was a full application,” she said. “That sent the truck sideways. I barely kept it out of the median. The only thing that saved me was hearing the voices of my parents, who were both truck drivers. They taught me that the last thing you want to do in that situation is to hit the brakes. Instead, you tap the gas to get out of it.”

The incident left her so shaken that she vowed to leave the industry rather than drive another truck equipped with AEB technology.

In response to such incidents, NHTSA initiated an investigation in May 2023 into false automatic braking on specific Freightliner trucks. Eighteen complaints were reported, citing false AEB activation “without an actual roadway obstacle.” Some cases resulted in the truck coming to a complete stop in the travel lane. The investigation remains ongoing.

The Owner-Operator Independent Drivers Association opposes mandating the technology until it is thoroughly refined.

“The notice of proposed rulemaking mandates AEB systems without sufficiently addressing false activations, properly consulting with professional truck drivers or completing ongoing research programs,” OOIDA wrote in comments signed by President Todd Spencer.

Source: Land Line

The post AEB Light Vehicle Rule Close to Passing, What This Means for Truckers appeared first on Truck Drivers USA.

This month, the U.S. Department of Transportation is anticipated to reveal a final rule mandating automatic emergency braking systems on heavy trucks. According to the DOT’s latest Significant Rulemakings Report, the Federal Motor Carrier Safety Administration (FMCSA) and National Highway Traffic Safety Administration (NHTSA) are expected to take final action on the rulemaking in April.

However, the final rule has yet to be submitted to the White House Office of Management and Budget (OMB) for review, a necessary step before publication in the Federal Register. OMB reviews can often extend for months; for instance, NHTSA’s final rule for light vehicle automatic emergency braking, submitted on Jan. 18, is still pending clearance.

Last year, FMCSA and NHTSA jointly proposed a regulation mandating automatic emergency braking (AEB) systems and electronic stability control (ESC) systems on new vehicles weighing over 10,000 pounds. Under the heavy vehicle proposal, all Class 7 and 8 vehicles (weighing over 26,000 pounds) would need to meet AEB standards within three years of the rule’s enactment.

Similarly, all Class 3 to 6 vehicles (10,001 to 26,000 pounds) would need to meet AEB and ESC requirements within four years. Small-volume manufacturers would have a grace period of five years after the final rule takes effect, and no retrofit requirements would be imposed on existing heavy vehicles.

Despite the proposed mandate, many truck drivers oppose it, citing issues with existing AEB technology, particularly false activations.

“I am a current truck driver with this system already in use on company trucks,” Joe Hoffman said. “I have had many false positives, and brakes were jarringly applied, almost causing accidents on every single one. One of the false positives almost sent me into a wall going through Philadelphia. Other false positives have almost caused people to hit me from behind. Is this a technology for new drivers just starting? Yes, but only once the technology has been significantly improved.”

Numerous truck drivers have expressed their concerns through comments, highlighting the challenges they face with AEB systems. The Owner-Operator Independent Drivers Association (OOIDA), representing small-business truckers, has emphasized the prevalence of false activations and their adverse impact on drivers’ operations.

“The notice of proposed rulemaking mandates AEB systems without sufficiently addressing false activations, properly consulting with professional truck drivers or completing ongoing research programs,” said Todd Spencer, OOIDA president.

Source: Land Line

The post Release Date for New AEB Rule Projected for April 2024 appeared first on Truck Drivers USA.

NHTSA submitted the final rule for light vehicles to the OMB on Jan. 18. Once the review is concluded, the final rule will be published in the Federal Register. As outlined in the U.S. Department of Transportation’s Fall 2023 Unified Regulatory Agenda, the rule is anticipated to be published in April.

In June of the previous year, the agency issued a notice of proposed rulemaking, proposing the requirement of automatic emergency braking systems on new light vehicles. NHTSA estimates that such a mandate could potentially save a minimum of 360 lives annually and reduce injuries by at least 24,000. If the rule is adopted as proposed, nearly all new U.S. vehicles weighing less than 10,000 pounds will need to incorporate AEB technology three years after its Federal Register publication.

This proposal generated over 1,000 comments from various stakeholders.

For heavy vehicles, both NHTSA and the Federal Motor Carrier Safety Administration issued a joint proposal last year. The proposal seeks to mandate AEB systems and electronic stability control systems on new vehicles exceeding 10,000 pounds.

The joint proposal outlines that Class 7 and 8 vehicles (those weighing over 26,000 pounds) would be required to meet AEB standards three years after the rule takes effect. Class 3 to 6 vehicles (weighing 10,001 to 26,000 pounds) would need to comply with AEB and electronic stability control requirements within four years. Small-volume manufacturers would have a grace period of five years after the final rule takes effect, and there would be no retrofit requirements for existing heavy vehicles.

The heavy vehicle final rule is also expected to be released in April, although it is yet to undergo review at the OMB.

Despite the regulatory momentum, opposition to the AEB proposal for trucks has surfaced. Lawmakers, including Rep. Mike Collins, R-Ga., raised concerns about the technology’s readiness during a House Transportation and Infrastructure hearing in December.

“I probably own about 80 trucks with the collision avoidance … I will tell you, they are not bulletproof,” Collins said. “They’re nowhere near it … We all want to be safe. That’s why I tried them. But they don’t work perfectly, and they’re very expensive. The technology is not there.”

The Owner-Operator Independent Drivers Association, representing small-business truckers, expressed reservations, citing drivers’ experiences of frequent false activations with AEB systems.

“The notice of proposed rulemaking mandates AEB systems without sufficiently addressing false activations, properly consulting with professional truck drivers or completing ongoing research programs,” OOIDA said.

Source: Land Line

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