[Federal Register Volume 88, Number 21 (Wednesday, February 1, 2023)]
[Proposed Rules]
[Pages 6691-6695]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2023-02073]
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DEPARTMENT OF TRANSPORTATION
Federal Motor Carrier Safety Administration
49 CFR Chapter III
[Docket No. FMCSA-2018-0037]
RIN 2126-AC17
Safe Integration of Automated Driving Systems (ADS)-Equipped
Commercial Motor Vehicles (CMVs)
AGENCY: Federal Motor Carrier Safety Administration (FMCSA), Department
of Transportation (DOT).
ACTION: Supplemental advance notice of proposed rulemaking (SANPRM).
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SUMMARY: FMCSA requests public comment about factors the Agency should
consider in amending the Federal Motor Carrier Safety Regulations
(FMCSRs) to establish a regulatory framework for ADS-equipped CMV
operations. FMCSA previously published an advance notice of proposed
rulemaking (ANPRM) on May 28, 2019, seeking comments on FMCSRs that may
need to be amended, revised, or eliminated to facilitate the safe
introduction of ADS-equipped CMVs onto the Nation's roadways. FMCSA
continues to consider amendments to the FMCSRs to ensure the safe
integration of ADS-equipped CMVs into interstate motor carriers'
operations and issues this SANPRM to request additional information.
DATES: Comments on this document must be received on or before March
20, 2023.
ADDRESSES: You may submit comments identified by Docket Number FMCSA-
2018-0037 using any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov/docket/FMCSA-2018-2018-0037/document. Follow the
online instructions for submitting comments.
Mail: Dockets Operations, U.S. Department of
Transportation, 1200 New Jersey Avenue SE, West Building, Ground Floor,
Room W12-140, Washington, DC 20590-0001.
Hand Delivery or Courier: Dockets Operations, West
Building, Ground Floor, Room W12-140, 1200 New Jersey Avenue SE,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. To be sure someone is there to help you,
please call (202) 366-9317 or (202) 366-9826 before visiting Dockets
Operations.
Fax: (202) 493-2251.
FOR FURTHER INFORMATION CONTACT: Mr. David Sutula, Division Chief,
Vehicle
[[Page 6692]]
and Roadside Operations, Office of Carrier, Driver, and Vehicle Safety
Standards, FMCSA, 1200 New Jersey Avenue SE, Washington, DC 20590-0001;
(202) 366-9209; [email protected]. If you have questions on viewing
or submitting material to the docket, contact Dockets Operations, (202)
366-9826.
SUPPLEMENTARY INFORMATION:
I. Public Participation and Request for Comments
A. Submitting Comments
If you submit a comment, please include the docket number for this
SANPRM (FMCSA-2018-0037), indicate the specific section of this
document to which your comment applies, and provide a reason for each
suggestion or recommendation. You may submit your comments and material
online or by fax, mail, or hand delivery, but please use only one of
these means. FMCSA recommends that you include your name and a mailing
address, an email address, or a phone number in the body of your
document so FMCSA can contact you if there are questions regarding your
submission.
To submit your comment online, go to https://www.regulations.gov/docket/FMCSA-2018-0037/document, click on this SANPRM, click
``Comment,'' and type your comment into the text box on the following
screen.
If you submit your comments by mail or hand delivery, submit them
in an unbound format, no larger than 8.5 by 11 inches, suitable for
copying and electronic filing. If you submit comments by mail and would
like to know that they reached the facility, please enclose a stamped,
self-addressed postcard or envelope.
FMCSA will consider all comments and material received during the
comment period.
B. Confidential Business Information
Confidential Business Information (CBI) is commercial or financial
information that is both customarily and actually treated as private by
its owner. Under the Freedom of Information Act (5 U.S.C. 552), CBI is
exempt from public disclosure. If your comments responsive to this
SANPRM contain commercial or financial information that is customarily
treated as private, that you actually treat as private, and that is
relevant or responsive to this SANPRM, it is important that you clearly
designate the submitted comments as CBI. Please mark each page of your
submission that constitutes CBI as ``PROPIN'' to indicate it contains
proprietary information. FMCSA will treat such marked submissions as
confidential under the Freedom of Information Act, and they will not be
placed in the public docket for this rulemaking. Submissions containing
CBI should be sent electronically to Mr. Brian Dahlin, Chief,
Regulatory Evaluation Division, Office of Policy at
[email protected]. At this time, you need not send a duplicate
hardcopy of your electronic CBI submissions to FMCSA headquarters. Any
comments FMCSA receives not specifically designated as CBI will be
placed in the public docket for this rulemaking.
C. Viewing Comments and Documents
To view any documents mentioned as being available in the docket,
go to https://www.regulations.gov/docket/FMCSA-2018-0037/document and
choose the document to review. To view comments, click this SANPRM,
then click ``Browse Comments.'' If you do not have access to the
internet, you may view the docket online by visiting Dockets Operations
in Room W12-140 on the ground floor of the DOT West Building, 1200 New
Jersey Avenue SE, Washington, DC 20590-0001, between 9 a.m. and 5 p.m.
ET, Monday through Friday, except Federal holidays. To be sure someone
is there to help you, please call (202) 366-9317 or (202) 366-9826
before visiting Dockets Operations.
D. Privacy Act
In accordance with 5 U.S.C. 553(c), DOT solicits comments from the
public to better inform its regulatory process. DOT posts these
comments, without edit, including any personal information the
commenter provides, to www.regulations.gov. As described in the system
of records notice DOT/ALL 14 -FDMS, which can be reviewed at https://www.transportation.gov/individuals/privacy/privacy-act-system-records-notices, the comments are searchable by the name of the submitter.
II. Legal Basis for the Rulemaking
This SANPRM is based on 49 U.S.C. 31502 (originally enacted as part
of the Motor Carrier Act of 1935 (1935 Act)); 49 U.S.C. chapter 311,
subchapter III (originally enacted as part of the Motor Carrier Safety
Act of 1984 (1984 Act)); and 49 U.S.C. chapter 313 (originally enacted
as part of the Commercial Motor Vehicle Safety Act of 1986 (1986 Act)).
Both 49 U.S.C. 31502 and 49 U.S.C. chapter 311, subchapter III vest
broad rulemaking authority in the Secretary of Transportation
(Secretary) to prescribe regulations on CMV safety, which includes the
authority to issue regulations governing ADS-equipped CMV operations
and operators. In this regard, section 31502(b) provides, ``The
Secretary of Transportation may prescribe requirements for--(1)
qualifications and maximum hours of service of employees of, and safety
of operation and equipment of, a motor carrier; and (2) qualifications
and maximum hours of service of employees of, and standards of
equipment of, a motor private carrier, when needed to promote safety of
operation.'' Section 31136(a) requires the Secretary of Transportation
to ``prescribe regulations on commercial motor vehicle safety. The
regulations shall prescribe minimum safety standards for commercial
motor vehicles.'' The provision further requires that: ``At a minimum,
the regulations shall ensure that--(1) commercial motor vehicles are
maintained, equipped, loaded, and operated safely; (2) the
responsibilities imposed on operators of commercial motor vehicles do
not impair their ability to operate the vehicles safely; (3) the
physical condition of operators of commercial motor vehicles is
adequate to enable them to operate the vehicles safely . . .; (4) the
operation of commercial motor vehicles does not have a deleterious
effect on the physical condition of the operators; and (5) an operator
of a commercial motor vehicle is not coerced by a motor carrier,
shipper, receiver, or transportation intermediary to operate a
commercial motor vehicle in violation of a regulation promulgated under
this section . . .'' (49 U.S.C. 31136(a)(1)-(5)). Additionally, section
31308 gives the Secretary broad authority to ``prescribe regulations on
minimum uniform standards for the issuance of commercial drivers'
licenses [CDLs] and learner's permits by the States . . . .'' This
SANPRM is based primarily on section 31502(b), which authorizes
requirements to address the safety of operations and equipment of a
motor carrier, and on section 31136(a)(1), which requires provisions to
ensure that CMVs are maintained, equipped, and operated safely.
Sections 31136(a)(2) through (5) are not immediately relevant to this
SANPRM. These statutes provide sufficient legal authority for the
Secretary to issue regulations on the operation of ADS-equipped CMVs.
Before prescribing regulations, the Secretary must consider their costs
and benefits (49 U.S.C. 31136(c)(2)(A) and 31502(d)).
The Administrator of FMCSA is delegated authority under 49 CFR 1.87
to carry out the functions vested in the Secretary by 49 U.S.C.
chapters 311, 313, and 315 as they relate to CMV operators, programs,
and safety.
[[Page 6693]]
III. Executive Order (E.O.) 12866 (Regulatory Planning and Review) and
E.O. 13563 (Improving Regulation and Regulatory Review)
This SANPRM is a not a significant regulatory action under section
3(f) of E.O. 12866, as supplemented by E.O. 13563. Accordingly, the
Office of Management and Budget has not reviewed it under these orders.
Executive Orders 12866 and 13563 require agencies to provide a
meaningful opportunity for public participation. Accordingly, the
Agency has asked commenters to answer a variety of questions to elicit
practical information about alternative approaches, including the
associated costs and benefits of those approaches, and relevant
scientific, technical, and economic data.
IV. Background
A. FMCSA's 2019 ANPRM
FMCSA is responsible for overseeing the safety of CMVs, their
drivers, and their operation in interstate commerce. The Agency works
with Federal, State, and local enforcement agencies, the motor carrier
industry, and interested stakeholders to reduce crashes, injuries, and
fatalities involving large trucks and buses. The FMCSRs provide rules
to support the safe operation of CMVs, and these rules apply to motor
carriers who operate ADS-equipped CMVs. Since 2017, FMCSA has engaged
in multiple stakeholder outreach activities and has taken other actions
to assist the Agency in understanding issues related to ADS-equipped
CMV operations and to consider what amendments to the FMCSRs may be
necessary to reduce safety risk associated with the operation of ADS-
equipped CMVs. In 2019, FMCSA summarized previous outreach and other
actions related to ADS-equipped CMVs in an ANPRM (84 FR 24449, 24450-
51, May 28, 2019). The ANPRM also requested public comment about which
FMCSRs may need to be amended, revised, or eliminated to facilitate the
safe introduction of ADS-equipped CMVs onto the Nation's roadways. In
this regard, the ANPRM posed specific questions on the following
topics: whether the FMCSRs require a human driver; CDL endorsements;
drivers' hours of service rules; medical qualification standards for
human operators; distracted driving and monitoring; requirements to
ensure safe driving; inspection, repair, and maintenance; roadside
inspections; cybersecurity; and confidentiality of shared information.
FMCSA extended the comment period to August 28, 2019 (84 FR 37228, Jul.
31, 2019), and the Agency received 122 comments from individuals and 59
from organizations. Interested parties can view the comments the Agency
received at https://www.regulations.gov/docket/FMCSA-2018-0037/comments.
In the ANPRM, FMCSA explained that the Department adopted the SAE
International's definitions for the levels of driving automation set
forth in SAE J3016 (``Taxonomy and Definitions for Terms Related to
Driving Automation Systems for On-Road Motor Vehicles''). The six
levels of automation range from Level 0 (driver support features but no
driving automation) to Level 5 (full driving automation). FMCSA
continues to explore the potential risks and safety benefits of Levels
0-3 driving automation and driver assistance technologies. FMCSA,
however, does not believe there is a need to revise the FMCSRs to
address the integration of Levels 0-3 equipment because a licensed
human CMV driver must be seated behind the wheel of these vehicles at
all times to perform, or be ready to take over, dynamic driving tasks.
The focus of this notice is Level 4 and 5 ADS-equipped CMVs because it
is only at those levels that an ADS can control all aspects of the
dynamic driving task without any expectation of an intervention from a
human driver.
B. Departmental and Modal Administration Publications and Actions
Since FMCSA's publication of the ANPRM, the Department has
continued engagement with key transportation stakeholders to develop a
national policy framework to facilitate the safe integration of ADS
technology, as well as other emerging technologies, into the
transportation system. Prioritizing safety while supporting the power
of innovation to transform transportation for the better are central to
the Department's approach, as memorialized in both the National Roadway
Safety Strategy (NRSS) and the U.S. DOT Innovation Principles, both
released in January 2022.\1\ The NRSS outlines the Department's
comprehensive approach to significantly reducing serious injuries and
deaths with a long-term goal of zero roadway fatalities. The NRSS
recognizes the Department's responsibility to use holistic approaches
to assess the safety of emerging technologies such as ADS. The NRSS
explains that the Department is actively researching test methods,
procedures, and criteria to assess long-term safety benefits of ADS, as
well as broader impacts on workers, drivers, and all people who use the
Nation's roadways.
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\1\ The NRSS is available at https://www.transportation.gov/sites/dot.gov/files/2022-02/USDOT-National-Roadway-Safety-Strategy.pdf.
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Additionally, the NRSS describes actions taken by the Department
and DOT modal administrations to enable the safe deployment of new and
emerging vehicle technologies. For example, the National Highway
Traffic Safety Administration (NHTSA) issued Standing General Order
2021-01 on June 29, 2021, amended on August 5, 2021, that requires
identified vehicle manufacturers and operators to report to NHTSA
crashes involving vehicles equipped with ADS or certain advanced driver
assistance systems.\2\ The Standing General Order, which remains in
effect until June 2024, enables NHTSA and the Department to obtain
timely and transparent notification of real-world crashes associated
with vehicles equipped with an ADS and, when appropriate, may lead DOT
modal administrations to gather additional data and information or
conduct an investigation, when warranted, into emerging safety issues
potentially arising from the on-road testing, development, use, or
deployment of new driving automation technologies.
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\2\ The Standing General Order, as well as crash report data, is
available at https://www.nhtsa.gov/laws-regulations/standing-
general-order-crash-
reporting#:~:text=NHTSA%20issued%20the%20General%20Order,are%20free%2
0of%20defects%20that.
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The U.S. DOT Innovation Principles will guide the Department's work
in supporting transportation innovation.\3\ Innovations consistent with
these principles should reduce deaths and serious injuries on the
roadways. The Department will also encourage partnerships and
collaborations through an outcomes-based approach. FMCSA's approach to
safety oversight of motor carriers operating ADS-equipped CMVs is
consistent with the Department's innovation principles and commits
FMCSA to fostering purpose-driven innovation that is technology
neutral, and protects the interests of the public, workers, and
communities.
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\3\ The Innovation Principles are available at https://www.transportation.gov/priorities/transformation/us-dot-innovation-principles.
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V. Discussion and Supplemental Questions for Response
ADS-equipped CMVs have the potential to produce measurable safety
benefits in crashes involving human error. ADS-equipped CMVs, however,
present operational characteristics and challenges that may introduce
new and complex safety risks that need to be monitored and may require
FMCSA to
[[Page 6694]]
modify existing and/or adopt new regulatory standards. ADS developers
are actively engaged in the development, testing, and limited
deployment of ADS-equipped CMVs, and promoting their use in commercial
motor carrier operations. Although many ADS-equipped CMVs are being
tested in manufacturer or developer owned fleets, many developers and
manufacturers are also working to integrate their ADS equipment into
existing motor carrier fleets. To mitigate potential safety risks
associated with in-service use of ADS-equipped CMVs, FMCSA is
developing an appropriate regulatory framework.
In this SANPRM, which is a supplement to the ANPRM published May
28, 2019, FMCSA invites comment on additional questions and those
issued in the previous ANPRM, to help FMCSA assess benefits, costs, and
other impacts of any potential proposal issued later. If interested
parties have new information regarding the questions presented in the
2019 ANPRM, those comments may be submitted in response to this SANPRM.
The 2019 ANPRM is available at 84 FR 24449 or at the following link:
https://www.regulations.gov/document/FMCSA-2018-0037-0131.
A. Notification by Motor Carriers Operating Level 4 or 5 ADS-Equipped
CMVs
To more effectively oversee Level 4 or 5 ADS-equipped CMV
operations, FMCSA is considering establishing a requirement for motor
carriers to notify FMCSA that they will operate those CMVs in
interstate commerce without a human driver behind the wheel. It may be
necessary to require motor carriers operating such vehicles to notify
the Agency to facilitate monitoring of those operations and give FMCSA
the opportunity to address any unique in-service safety issues involved
in the operations of such vehicles, and, if necessary, to target safety
interventions to correct those issues. FMCSA therefore seeks comment on
(1) regulatory approaches that would enable the Agency to obtain
relevant safety information and (2) the current and anticipated size of
the population of motor carriers operating ADS-equipped CMVs.
Questions
1.1. Should FMCSA require motor carriers operating Level 4 or 5
ADS-equipped CMVs to notify FMCSA before operating those vehicles in
interstate commerce without a human driver behind the wheel? If so,
what potential methods or procedures should be established to notify
FMCSA of those operations?
1.2. Before operating in interstate commerce, should motor carriers
be required to submit information, data, documentation, or other
evidence that demonstrates to FMCSA that motor carriers seeking to
operate Level 4 or 5 ADS-equipped CMVs have appropriate safety
management controls in place to operate the vehicle in accordance with
the manufacturer's specifications and with Federal requirements? If so,
please describe any recommended approaches including the information to
be provided and appropriate techniques for reviewing that information.
If available, provide cost estimates for proposed approaches.
1.3. What data should FMCSA collect and maintain regarding Level 4
or 5 ADS-equipped CMVs engaged in interstate transportation? How would
such information be used and how would it improve FMCSA's ability to
oversee the safe operation of Level 4 or 5 ADS-equipped CMVs?
1.4. What is the current size of the Level 4 or 5 ADS-equipped CMV
population? What is the anticipated size of the population within 5
years? What might the size of the population be in 10 years?
1.5. On average, how many days are Level 4 or 5 ADS-equipped CMVs
expected to be operational per year?
B. Oversight for Remote Assistants
As FMCSA explained in the ANPRM, at Level 5 driving automation, the
ADS technology will be expected, by definition, to be capable of
performing all driving functions under all conditions. For Level 4
driving automation the ADS technology would be limited to certain
operational design domains (ODD). However, when a Level 4 CMV reaches
the limit of its ODD, continued operation may require a human driver,
either seated behind the wheel or located remotely, to directly control
the CMV. (See the ANPRM for more information on operational design
domains (84 FR 24449, 24452)). Human drivers who may operate an ADS-
equipped CMV from a remote location are generally referred to as remote
drivers.\4\ FMCSA stated in the ANPRM that the FMCSRs applicable to
drivers seated behind the wheel of the CMV, such as drug and alcohol
use and testing, CDL requirements, hours of service, distracted
driving, and medical qualification standards, should continue to apply
to remote drivers who are able to take control of an ADS-equipped CMV
operating on a public road. This remains FMCSA's position.
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\4\ The definition of remote driver is a driver who is not
seated in a position to manually exercise in-vehicle braking,
accelerating, steering, and transmission gear selection input
devices (if any), but is able to operate the vehicle.
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During FMCSA's continued engagement with stakeholders, the Agency
has learned that some motor carriers' operational models may also
include the use of a person operating as a remote assistant \5\ who
would remotely monitor the Level 4 or 5 ADS-equipped CMV. On an as-
needed basis, the remote assistant would engage (via a wireless
telematics connection) with the vehicle if/when the ADS is unable to
perform the dynamic driving task and enters a minimal risk condition
due to a system fault, mechanical failure, an event that caused the
vehicle to enter into a condition or location outside its ODD, and/or
other anomalies that the ADS was unable to negotiate. In such
circumstances the remote assistant may enable the ADS to complete the
driving task but in all circumstances the on-board ADS would complete
or execute the actual vehicle control maneuvers. That is, the remote
assistant would not engage in direct control of the vehicle throttle,
steering, accelerator, turn signals, lighting, or other vehicle control
functions. The remote assistant may also engage with law enforcement
personnel, first responders and/or other public officials engaged in
traffic and CMV oversight operations. FMCSA seeks information on what
requirements, if any, should be imposed on persons performing remote
assistant duties for motor carriers operating Level 4 or 5 ADS-equipped
CMVs.
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\5\ The definition of remote assistance is a human who provides
remote information or advice to an ADS-equipped vehicle in
driverless operation in order to facilitate trip continuation when
the ADS encounters a situation it cannot manage.
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Questions
2.1. To what extent should the Federal requirements otherwise
applicable to CMV drivers (such as hours-of service limitations, drug
and alcohol testing, and physical qualifications), also apply to a
remote assistant who is not expected to take control of the dynamic
driving task of an ADS-equipped CMV operating at Level 4?
2.2. What, if any, aspects of the remote assistant job function may
require FMCSA oversight including minimum standards and/or auditing,
e.g., training, physical qualifications, and other job-performance
related measures? Please provide rationale and evidence for the
recommended manner of oversight.
2.3. Are there any qualification requirements that FMCSA should
[[Page 6695]]
consider for remote assistants, such as related experience, e.g., as a
CDL holder?
2.4. Are there any specific limitations that should be imposed on
the working conditions of remote assistants, such as limitations on the
number of ADS-equipped CMVs that a remote assistant is simultaneously
responsible for or the number of hours that a remote assistant may
work?
2.5. Are there any other considerations that FMCSA should be aware
of relating to individuals who may function as remote assistants?
C. Vehicle Inspection and Maintenance
As indicated in the ANPRM, motor carriers operating Level 4 or 5
ADS-equipped CMVs must comply with existing vehicle inspection and
maintenance regulations, including the requirements for pre-trip, post-
trip, periodic, and roadside inspections, unless and until those
regulations are revised through an FMCSA final rule. Additionally, the
ANPRM noted that motor carriers operating Level 4 or 5 ADS-equipped
CMVs would necessarily require a means to ensure that the ADS equipment
is properly maintained and functioning.
Level 4 or 5 ADS-equipped CMVs have the potential to operate almost
continuously, except for re-fueling and maintenance. FMCSA is therefore
considering whether additional inspection requirements would be
appropriate for Level 4 or 5 ADS-equipped CMVs to reduce overall safety
risk associated with this new technology and to account for their
extended periods of operation without direct human observation.
At the same time, roadside inspections of Level 4 or 5 ADS-equipped
CMVs would be uniquely challenging in the absence of a human driver to
engage in the inspection process. For example, during a Level 1 \6\
roadside inspection, a human driver is generally required to
communicate with enforcement officers and perform tasks associated with
the inspection, such as testing the braking system, lighting functions,
and the fifth wheel movement. The Agency therefore is soliciting
comment to better inform its rulemaking proposals in the areas of
inspection and maintenance of ADS-equipped CMVs.
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\6\ See https://www.cvsa.org/inspections/all-inspection-levels/
for a description of inspection levels.
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The Commercial Vehicle Safety Alliance (CVSA) recently released a
new program and procedures on inspections of ADS-equipped CMVs, which
it developed through a multiparty working group.\7\ FMCSA requests
public comment on the CVSA document,\8\ and it welcomes information and
comment on activities of other stakeholder groups, including consensus
standards bodies, that are considering ADS technology and deployment.
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\7\ See https://www.cvsa.org/news/new-enhanced-cmv-inspection-program/.
\8\ CVSA's ``Enhanced CMV Inspection Program for Automated
Vehicle Motor Carrier Operations'' can be found in the docket for
this SANPRM.
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Questions
3.1. Should Level 4 or 5 ADS-equipped CMVs be subject to pre-trip
inspection requirements for their mechanical and ADS components in
addition to those specified in 49 CFR 392.7, including those which
might necessitate new inspection equipment, before such CMVs are
dispatched and after a specified period of operation? If so, what
methods should be used to conduct these additional inspection items,
what equipment components should be inspected, what documentation
should be required, who should be responsible for conducting those
inspections and what qualifications or specialized training should be
required, and how frequently should the additional inspections be
conducted?
3.2. If additional inspections, inspection equipment, or additional
qualifications for inspectors are proposed, provide an estimate of the
costs associated with such additional requirements including the
approximate time to complete the additional inspection requirements,
costs of any proposed training if additional inspector requirements are
proposed, and the paperwork burden associated with such training.
3.3. What technical barriers exist to conducting conventional
roadside inspections (which require interactions with the human driver)
of Level 4 or 5 ADS-equipped CMVs and what approaches currently exist
or might be developed to remove those barriers?
3.4. What, if any, pre-trip inspection requirements, documentation,
and communications capability (for making the results of such
inspections available to law enforcement personnel), should be imposed
on motor carriers operating Level 4 and 5 ADS-equipped CMVs as a
condition for by-passing conventional roadside inspection stations?
3.5. If Level 4 or 5 ADS-equipped CMVs are not required by the
States to undergo roadside inspections during operation, what
information should be communicated by the motor carrier and CMV to the
State inspectors (e.g., the results of potential alternative pre-trip
inspections, and/or the real-time operational status and condition of
safety critical systems such as brakes, tires, lighting systems,
steering, and ADS components)? Are there other data and performance
information that would need to be made available to ensure adequate
vehicle maintenance and safe operations?
3.6. What communication systems currently exist that would allow
roadside inspection officers to receive information regarding Level 4
or 5 ADS-equipped CMVs, and what information could be transmitted via
these systems regarding the mechanical condition of the CMV and other
operational documentation, (e.g., shipping documents and origin/
destination), while in route?
3.7 Under what safety situations should State inspectors and/or
FMCSA receive immediate notification of an unsafe maintenance or
operational issue, if any? What data and information would need to be
provided in instances such as tow-away crashes or those that disable
key operational features of a CMV? Under such safety situations, what
return to service process would ensure any maintenance and operation
issues have been addressed?
3.8. If Level 4 or 5 ADS-equipped CMVs are not subject to State
roadside inspections, how would law enforcement agencies and motor
carriers ensure that such CMVs are not used to engage in unlawful
activity, e.g., human trafficking, cargo theft?
3.9. Should Level 4 or 5 ADS-equipped CMVs be subject to additional
post-trip inspection requirements for the mechanical or ADS components
of the CMV?
Issued under authority delegated in 49 CFR 1.87.
Robin Hutcheson,
Administrator.
[FR Doc. 2023-02073 Filed 1-31-23; 8:45 am]
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