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ing trucks, they could be enacted at
relatively low costs compared to some
regulations, like those governing emis-
sions for example, Collins said.
“It’s because the technology and
componentry already existed,” Collins “eVerybody assumes air disc brakes are the
said. “Nothing had to be created. It took Next thiNg comiNg aNd they would be right
very little engineering to actually adapt to assume that.”
these vehicles to reduce the stopping
distance.”
Officially, the NHTSA Reduced —deNNis colliNs,
Stopping Distance (RSD) mandate took regioNal maNager, haldex brake products
effect in August 2011 for new, three-
axle tractors with Gross Vehicle Weight
Ratings (GVWRs) up to 59,600 pounds.
Phase Two — for tractors with two axles
and severe service tractors with GVWRs in putting the regulations together. feet while those above 85,000 pounds
above 59,600 pounds — took effect Ganaway and other brake manu- have a stopping mandate of 310 feet.
August 1 this year. facturing representatives have been Finally, all 4x2 tractors have a stop-
The regulations came about, as making the rounds of trucking industry ping mandate of 250 feet.
most regulations do, because someone get-togethers as Phase II began imple- All mandates for Phase I and II are
saw a need. But in this case the num- mentation. figured from 60 mph.
bers are stark. Scott Burkhart, vice president and “The thought process was ‘If we can
In a presentation at the Arkansas general manager of controls and mod- reduce the stopping distance of vehicles
Trucking Association Maintenance and ules for Bendix Commercial Vehicle we can reduce rear end accidents,’”
Technology Council on August 13, Gary Systems, appeared at the Commercial Collins said.
Ganaway, of Bendix Spicer Foundation Vehicle Outlook Conference in Dallas The distances were calculated dur-
Brake LLC, made the case. August 21-22 to join with other indus- ing the study and research period that
According to the Federal Motor try leaders on a safety and technology ranged from 2005-2010.
Carrier Safety Administration (FMCSA), panel. “At a crash scene they always esti-
Ganaway’s presentation noted, the In published comments prior to his mate the speed of impact and at some
fatality rate for large truck crashes appearance, Burkhart said accidents are point they figure out where the brakes
was 66 percent higher than passenger a $52 billion-a-year issue for the indus- were applied,” Collins said.
vehicles (using statistics from 2005). try and the costs were rising. He said Collins said NHTSA worked delib-
When tractor-trailer combinations were fleets were seeing evidence that proven erately in its study and research period
considered separately, the fatality rate technology, which includes full stability and did its due diligence to make sure it
was nearly 100 percent higher. collision mitigation systems, lane depar- was going about creating the new rules
The single unit fatality rate was 23 ture warning and data systems, were in a sensible and cost effective way.
percent higher than for passenger vehi- effective in cutting down the number “They tore it apart; they retro-fitted
cles and, for all types of crashes involv- and severity of accidents. it; they modified it,” Collins said. “They
ing large trucks, those with a GVWR Phase I of the RSD affected 6x4 had a panel they created of industry
over 26,000 pounds (Class 8) have the standard axle configurations with a people that was with them the entire
highest rate of crash involvement. GVWR below 59,6000 pounds, which time. They proved that it was possible
When all heavy truck tractors have now have a new stopping requirement without turning the industry on its
enhanced braking systems, NHTSA of 250 feet. ear.”
estimates show 227 lives will be saved Phase II affects trucks with 6x4 It is actually not the first time
annually with 300 serious injuries pre- severe service axle configurations with braking mandates have been put in
vented. This final regulation is expected a GVWR between 59,6000-70,000 place.
to prevent $169 million in property pounds — with a stopping mandate of In March 1995, NHTSA published
damage each year. That monetary fig- 250 feet — and above 70,000 pounds — three final rules as part of an effort to
ure, Ganaway’s report noted, is expect- with a stopping mandate of 310 feet. improve the braking ability of medium
ed to exceed the total cost of the rule Also under Phase II, tractors with and heavy vehicles. The rules were pri-
— in other words, the savings and lives four or more axels and below 85,000
saved will more than pay for the effort pounds have a stopping mandate of 250  29

arKansas trucKing report | issue 5 2013 21