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Transporting and Stacking Loads
JUST SAY PRESTO!
Presto Stackers are ideal for a wide
variety of uses in manufacturing and
warehouse facilities. Our wildly popular
PowerStak models have powered lift
and drive, with capacities up to 3,000
lbs. and lift heights up to 150
All-in-all we offer over 130 models for
continuous, intermittent or occasional
For more information call your local material handling dealer and just say Presto!
17-012 Stacker Ad DCV.indd 1 1/9/17 2: 49 PM
levels of vehicle autonomy, ranging from “Level 0,” where
no operational functions are automated, to “Level 4,”
where the driver directs the vehicle where to go and then
relinquishes control. At that level, vehicles can be operated
unoccupied, perform all safety-critical driving functions,
and continuously monitor roadway conditions.
For the foreseeable future, Level 3 appears to be the most
realistic objective for industry and regulators to focus on.
At that level, drivers can, at their discretion, turn over control of all safety-critical functions under certain conditions.
However, drivers are expected to remain in the vehicle and
be ready to take over its operation if necessary.
FURTHER QUESTIONS
Among the issues raised at the FMCSA “listening session”
were who would be liable in the event of an accident involving an autonomous vehicle; how to combat driver boredom
and ensure alertness during what could be long hours of
inactivity in the passenger seat or in the sleeper area; and
whether federal regulations that set limitations on a driver’s
hours of service should be modified to account for drivers
not being behind the wheel for extended periods.
Richard Bishop, a former official at the Federal Highway
Administration (FHWA) and head of a Baltimore-based
consultancy bearing his name, said there would be greater
private-sector IT investment at Level 3 compliance if hours-
of-service rules were adjusted.
Bishop, whose firm is working on a driverless-car study
for the state of Florida, told the panel there is a “huge
amount that’s common” in the development and imple-
mentation of autonomous car and truck technologies.
Because of the body of research already available in study-
ing driverless automotive technology, the “FMCSA need
not go it alone,” he said.
Another issue is whether an expected proliferation of
conversions to autonomous trucks would make driver
recruitment efforts more difficult than they already are.
On one hand, younger, IT-savvy folks who might not have
given a thought to truck driving as a career might now be
drawn to an industry where technology is suddenly top of
mind. On the other, interest in the field may be further
stifled if the perception holds that technology will eliminate
human involvement, leaving people with little to do.
Angelo Gibson, associate vice president of operations at
Omaha, Neb.-based truckload and logistics giant Werner
Enterprises Inc., said present-day driver recruitment challenges are likely to persist for the next five years, regardless
of whether autonomous trucks are on the road or not.
