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percent with systems included, while
improper lane changes (clearly avoidable
with good driving practices) dropped
46 percent per million miles.
Safety is crucial, no doubt. Picking the
right truck for the job also is a key decision for fleet buyers. Utilities also must
determine if enhancements are worth the
cost of upkeep. CMS Energy developed a
cost-per-class unit metric to help it push
beyond typical benchmarking studies.
“Our fleet team wanted to show the
relationship between the overall number
of units with the class size vs. the dollars
required to maintain,” CMS’ Jones said.
He admitted, though, that this metric did
not give the whole story.
“This metric provided substantial
opportunities to our group identifying
cost savings,” he said. “However, what we
found was this metric was only an internal
to the rigorous life-cycle of the truck,”
Garrett said. “Many of these systems are
also in the process of commercializing—
developing up to the heavy duty truck
use cases we require all our components
meet. These two pieces together are driv-
ing our timing to introduce these systems
on our trucks.”
A 2015 National Transportation Safety
Board report focused on the use of
forward collision avoidance systems to
prevent and mitigate rear-end crashes
(Figure 1). The systems factored into the
NTSB report included collision warn-
ing systems, dynamic brake support,
automated emergency braking and other
According to the NTSB, dangerous
impacts fell dramatically with new avoidance systems in place as opposed to not
having them. Rear-end collisions fell 71
passenger car market, but the commercial side is waiting for proof that they
really meet the demands of the trade.
These types of systems “require a significant amount of validation through
many use cases and environments to
ensure the components can stand up