Currently, drivers under 21 with a CLP are restricted to operating within state borders. The SDAP initiative allows registered motor carriers to use apprentice drivers aged between 18 and 20 with a commercial driver’s license (CDL) under specific conditions.

Pitt Ohio’s appeal tried to extend participation to CLP holders. Under the requested exemption, CLP holders would still be required to fulfill all other apprentice prerequisites, along with existing regulatory mandates for CLP holders (including having a valid CDL holder in the passenger seat). Pitt Ohio estimated that 25 CLP holders would annually benefit from the exemption. The company argued that the exemption would alleviate challenges in locating and recruiting apprentice drivers for the SDAP Program.

FMCSA denied the request, citing that it found “there is insufficient basis to conclude that the exemption would likely achieve a level of safety equivalent to, or greater than, the level achieved without the exemption.”

“The SDAP’s purpose is to determine whether there are conditions where safety data indicate younger drivers (18- to 20-year-olds) might be allowed to operate CMVs,” FMCSA said. “Congress authorized SDAP, opening the pilot to those 18- to 20-year-olds who hold a CDL, not a CLP.”

If they were to grant the request, FMCSA said it “could potentially put young and inexperienced drivers in a position of high responsibility, potentially exposing them and surrounding drivers to crashes and incidents involving CMVs. The agency therefore believes that Pitt Ohio’s prospective apprentice CLP drivers should not be legally permitted to operate CMVs in interstate commerce if less than 21 years of age.”

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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Taking place between June and November 2022, this real-world pilot involved over 250 diverse commercial vehicles, covering an impressive 8 million miles across all 48 contiguous U.S. states and four Canadian provinces. Going beyond previous initiatives, the pilot focused on unraveling the complexities of the trucking industry and exploring how an MBUF could effectively address them.

It should be noted that this pilot was carried out under the guidance of the U.S. Department of Transportation’s Surface Transportation Systems Funding Alternative (STSFA) program.

The transportation industry is changing rapidly due to advancements in technology. This has put strain on the traditional fuel tax funding model, as fuel efficiency improves and electric vehicles become more popular. Since 2018, the Coalition has been exploring the use of Mileage-Based User Fees (MBUF) as an alternative to the fuel tax. They have conducted various pilots, surveys, focus groups, and data analysis to gather information.

The Coalition does not have a biased opinion on MBUF, but their main focus is to provide decision makers with information on how all users can contribute to transportation costs.

From the start, the Coalition has recognized the importance of including the trucking industry in the conversation about MBUF. They understand the vital role the trucking industry plays in our daily lives and the economy. By bringing together stakeholders, policymakers, and industry experts, the Coalition has developed strategies that not only address the challenges faced by the trucking sector but also benefit the overall transportation network.

“Central to the Coalition’s mission is its commitment to cultivating open dialogue and transparency throughout decision-making,” said Dr. Patricia Hendren, executive director of the Coalition. “By fostering collaboration among stakeholders, the Coalition envisions pioneering innovative solutions that drive progress reflective of the complex trucking industry and the evolving needs of our transportation system.”

“Looking for dollars to support our nation’s infrastructure is not an easy task, and no stone should be left unturned,” David Heller, senior vice president of safety and government affairs for the Truckload Carriers Association (TCA) said. “However, any mechanism, including an MBUF, needs to be fully vetted to determine whether it is a viable option to consider in the future.”

“Results from this international pilot underscore the potential of MBUF as a catalyst for a transparent and scalable highway funding solution,” Hendren said. “Insights reveal the adaptability of the current motor carrier framework for MBUF implementation, demonstrating that a weight-based approach could establish a clear link between road usage and costs.

“Our work, guided by the MBUF Motor Carrier working group and MBUF Steering Committee, has shown there is an intersection between the trucking industry’s desire for uniformity, scalability, and streamlined administrative processes and our country’s need for sustainable highway funding,” she continued.

The Coalition has identified four key findings in their latest report. These findings, as outlined below, highlight the benefits and potential of MBUF. The full report can be accessed on the Coalition’s MBUF website.

• MBUF can be implemented for all commercial vehicles, regardless of their weight, fuel type, international travel, or type of operation. This offers a comprehensive approach to assess road usage and associated costs.
• Implementing a weight-based MBUF system can create a more transparent connection between usage and the cost of road use. This allows for a fair and equitable distribution of expenses based on vehicle weight.
• Achieving uniformity in MBUF implementation does not require absolute identical approaches. However, adopting scalable solutions can significantly reduce administrative costs for both motor carriers and agencies involved.
• Clearinghouse frameworks can be effectively adapted to handle MBUF systems. However, it is crucial to clearly define the roles and responsibilities of all stakeholders involved to ensure smooth and efficient implementation.

Bill Sullivan, executive vice president for advocacy at the American Trucking Associations (ATA), agrees with the Coalition’s findings.

“The Coalition’s report provides valuable insight on critical issues that must be resolved before a mileage-based user fee can be assessed on the trucking industry,” he said. “The pilot program’s findings highlight that the diversity, complexity, and interstate nature of trucking makes the imposition of a VMT (vehicle milage tax) fee a far more difficult proposition than for other vehicles. The report identifies many of these issues and provides a roadmap toward resolving the challenges that must be overcome.

“ATA will continue to support the Coalition’s efforts to identify and address the many yet unresolved barriers to implementation,” Sullivan concluded.

The President of the Owner-Operator Independent Drivers Association (OOIDA), Todd Spencer, emphasizes the Coalition’s comprehensive research takes into account the specific concerns of small trucking businesses.

“This is no easy feat. Many small business truckers are leery of anyone talking about the potential conversion to a mileage-based system to fund our highway infrastructure, largely because they fear the system will not reflect factors unique to their operations,” Spencer said.

“Over the years, (the Coalition) has demonstrated to OOIDA that understanding and addressing our members’ concerns is a critical aspect of determining the viability of MBUF. This commitment is reflected throughout their latest MBUF truck report,” he continued. “We commend (the Coalition) for producing another clear and honest report and look forward to remaining an active participant in their ongoing research and outreach.”

TCA’s Heller finds working with the Coalition on the MBUF pilot project incredibly fulfilling. He is confident that it effectively addresses the concerns of TCA members.

“TCA looks forward to being part of these essential discussions in an effort to support the Coalition’s critical work to identify and address the issues that ultimately reflect the needs of our nation’s professional truck drivers and the roads they operate on,” Heller said.

The Coalition recognizes the potential of an MBUF but acknowledges the need to address important challenges and considerations before putting it into action. Going forward, the Coalition, supported by the Surface Transportation System Funding Alternatives grant program, will prioritize conducting thorough reviews, analyzing the impact on lighter trucks and intrastate MBUFs, assessing the feasibility of consolidating fees, tackling complexities related to weight definitions, and exploring the participation of alternatively powered commercial motor vehicles.

Source: The Trucker

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