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vehicles versus the power of human brain will lead the debate, and the fact that robots, currently, are incapable to interact the same way as human will not easily change the public perception of safety risks factor.
One important aspect that might act as a barrier is the lack of legislative framework and precedent in courts in regard to who is to be held liable in the case where self-driving vehicles are involved in accidents. This regulatory gap will create the need for courts and legislators to develop new tests in order to deal with such circumstances.
The negative public perception can be further amplified by non-driving challenges, such as the security risks and privacy concerns associated the ease at which hackers can access IoT devices like laser range finders, cameras, ultrasonic devices, wheel sensors and inertial measurement systems. This is because each of these devices is operates on codes, which can be easily manipulated by hackers.
Finally, universal adoption of self-driving vehicles in the Freight Transport sector can create structural unemployment for truck drivers. Even though this has been presented as a solution to the driver shortage issue in many countries, it is anticipated to create significant resistance in affected labour groups.
Future Developments
Contemporarily, self-driving vehicles can operate on
full automation only under certain conditions. However, engineers envision that in the recent future the technological development will allow those vehicles to operate on complete automation, without the requirement for human intervention at any stage. This means that we should start imagining a world where our streets and highways are full of driverless trucks and cars moving in perfect sync with each other.
However, for some sceptics the technological developments required to move from Level 3 to Level 4 might delay the widespread introduction of self-driving vehicles on the
roads for a decade. This is mainly due to the technological advancements required to enable the driver assistance systems, which at the moment struggle to perform in inclement weather conditions, or with detour and rerouted roads, to operate safely on public streets. One parameter that would speed up the introduction of these vehicles on public road, according to Niklas Gustafsson, Chief Sustainability Officer at Volvo Group, would be dedicated lanes for self- driving vehicles on the road network.
Further future applications of self-driving vehicles might see them being utilised in last-mile delivery. A solution of the last-mile delivery problem envisioned by DHL is the “self- driving Packstation”. The company states that “While today,
the customer must go to this central repository, in future the Packstation could autonomously come (closer) to them. This type of vehicle for assisted deliveries could be equipped with a number of assistance systems to make the delivery job easier.” On a similar note DHL also envisions self-driving vehicles to be used for parcel delivery, a concept currently tested by Starship Technologies self-driving parcel, where the vehicle can control its own integrity and find its own way directly to the recipient. Though these won’t be flying like the drones, they are already being tested by companies like Starship Technologies.
Of course, automation can be utilised in other areas beyond road vehicles. In combination with full automated warehouses, 24/7 warehouse operation will be enabled. Autonomous vehicles won’t get fatigued and will be able to work around the clock, only ever stopping for maintenance.
The adoption of self-driving vehicles can make the entire supply chain automated. There will be a paradigm shift that will change from the “collect in the evening and deliver during the morning” approach to a system of continuous movement and supply, which will incorporate Platoons, drones, tunnels, tubes, rolling robots and automated warehouses. As such it is anticipated that the artificial intelligence would remould the logistics world and the autonomous vehicles and systems will lead to self-thinking supply chains.
Conclusion
It would appear that though there would be high costs and
a few litigation and liability issues involved, adopting the autonomous vehicle technology would benefit the road freight transport significantly. The new technology has the capability to change the entire logistics system and would
be a step towards fully automated supply chains. Improved efficiency, less fuel costs and reduced labour costs could bring heaps of benefits in freight transportation which makes its adoption vital for hauliers. It can also be speculated that the rate of accidents would be reduced drastically
since human intervention would be minimised. It would also benefit the manufacturers and retailers since there’d be significant reduction in the manufacturing lead time with more reliable deliveries. Though there might be some additional infrastructure adaption costs involved, but there would be the element of visibility, which would result in better supply chain scheduling.
Self-driving vehicles would be a step towards “greener supply chains” as better fuel efficiency would help reduce the carbon footprints, and hence the environmental impact of freight transportation. It could also prove to be a long term solution to the driver shortage problem that the transportation industry has been confronting for a long time.
There are a number of big steps that need to be taken if the technology is going to be implemented. There needs to be advanced development and testing of the software and integration for automated trucks. Liability issues need to be clarified as early as possible. New technological advancements are still need in order to move to the next level of fully automated trucks. There is also the sticky issue of public perception: the safety risks involved with these driverless vehicles can be a problem; hence the driver intervention could still be needed for the initial few years.
As automation in supply chain becomes more advanced, having fully automated self-thinking supply chains is a future possibility. Fewer driver salaries, lowered accident expenses and insurance premiums may offset the high initial cost.
The technology could very well start as a semi-autonomous system initially, until the perception of safety is cleared. The question is no longer ‘if ’ but ‘when’ these vehicles will appear in freight transportation.
From left to right: Amandeep Singh Muddha is an MSc Supply Chain Management student at the National Institute for Transport and Logistics (NITL). Nikolaos Valantasis-Kanellos is a lecture at NITL. Dr Eoin Plant is Head of NITL.
The CharTered InsTITuTe of LogIsTICs & TransporT 81
SELF-DRIVING FREIGHT