The vocational trucks DO have mitigation for this sort of thing, but they do not often get spec'd that way, or used that way, unfortunately.
There are different strategies. The most common is what I like to call a 'tactical idle', in which, after a predetermined amount of time, the idle speed automatically increases, and the active control systems' parameters change. There are also some setups that this can be done manually with a switch on the dash, and some that are linked to some external trigger, usually a PTO type input, for instance boom/bucket trucks. Some of those can even stop/start the engine automatically, as needed.
I know the ambulances we service do the tactical idle as soon as the parking brake is set (yeah, remember those? Lots of morons think with an automatic transmission you just jag it in Park and that's that.
). Once in this mode, the *can* idle indefinitely and not in theory do any harm to the engine or its emissions control systems. And if you stand next to one for a while, you will actually hear the turbo change pitch now and then as it moves its variable vanes and you will also be able to tell that the EGR/throttle plate are moving every so often. Basically, they are able to do things to keep the exhaust system from getting TOO cool.
These strategies of course are supposed to be dovetailed into PM requirements. So that the mileage/time may be overridden by engine run time instead. And ALL the engine manufacturers now have this information stored in the ECU, even if they are not all very good at alerting the operator with a required warning for service (service meaning PM, not service meaning "I AM BROKEN").
Unfortunately, for any of these things to work, everyone along the chain needs to be informed, and they rarely are. From the people that order the equipment, the people that sell them the equipment, the people that operate the equipment, and the people that service the equipment. Granted, this is only part of it. The actual ability of the manufacturer to offer the stuff that works reliably is key, too. And some have struggled with this. Navistar was sued by some EMT/locality for constant trouble with their MaxxForce engines (what the big DT466E evolved into).
Some of this is that the EPA has pushed too hard too quickly and the technology didn't have time to be thoroughly tested and researched, so the actual folks that purchase and operate them get caught with the task of beta testing and that is not right. But if you look at the drastic changes that happened very quickly, it is no wonder. No wonder that Dieselgate happened either.