Office of Operations
21st Century Operations Using 21st Century Technologies

Federal Highway Administration National Dialogue on Highway Automation: September 5-6, 2018 Freight Workshop Summary

Breakout Session I: Roadway Infrastructure and Conditions

This section summarizes stakeholder discussion from the first breakout session. Questions asked during this discussion were:

  • What are the biggest opportunities and challenges associated with freight operations as it transitions to an AV delivery model?
  • What roadway design considerations are needed for automated CMVs and platoons to safely operate with traffic?
  • How can automated CMVs navigate complex roadway environments and conditions and what strategies can help overcome them? Could communications technologies or roadway design features help overcome these operational scenarios?
  • How does automation change the way CMVs are notified of load posted bridges, restricted routes, road closures, and detours? How could the dissemination of information change regarding permits, routing, mapping, etc.?
  • What new considerations do truck platoons present for truck size and weight standards, particularly for bridge load ratings and pavement fatigue?

Labor Impacts from Freight Automation Require Further Study

Workshop participants noted the significant attention already being given to the potential impact of automation on jobs for commercial drivers. There are concerns that fully automated vehicles could lead to job losses, as well as harm businesses and communities that currently provide services for commercial drivers. Some discussion centered on how commercial drivers who are unable to make a transition to new technical jobs enabled by automation could be particularly impacted by automated CMVs.

Not all the discussion of how automation could affect the freight workforce was negative. Workshop participants exchanged views on how automated CMVs could positively impact the driver workforce. Automated CMVs could take over the driving task during at least some segments of a long-haul trip, thus providing long-haul drivers additional time to rest. Another possibility mentioned was that automated CMVs could travel the highway portion of a long-haul trip and human drivers would only be needed for the local driving at the beginning and end of a freight trip. This could allow human drivers to shift their time away from the driving task for additional rest or other tasks. Driver retention, which can be a challenge for trucking companies, could improve in either scenario.

Several attendees asserted that there will be a continuing role for humans in the operation of automated CMVs and in supporting the freight supply chain. For example, depending on the product being transported, it may be necessary to have a human onboard to perform necessary maintenance or to ensure that shipments are secured. Participants also identified hazardous materials as a type of shipment that may not be appropriate to transport without a human in the vehicle.

New Models in Truck Staging and Operations Could Lead to New Types of Roadway Facilities

The use of automated CMVs may give rise to new types of freight facilities on or near highways. There could be a potential need for new facilities to meet changing freight operations and needs. An increase in automated freight traffic may require additional facilities, such as truck staging areas where freight is transferred between automated long-haul trucks and human-operated delivery vehicles. Some in attendance noted the importance of a regional approach when planning new facilities based on the impacts of truck staging and parking on general land use. There were also questions from the audience about where the truck platoons would be assembled and disassembled and how this could impact current roadway design. Participants offered different views about how new staging facilities (if needed) would be funded and managed; they discussed both public- and private-sector options.

Infrastructure Requirements for Enabling Automated CMVs Are Unclear

A wide range of possible infrastructure modifications were suggested to facilitate the safe use of automated CMVs. For example, some attendees suggested dedicated facilities or lanes to enable automated CMVs to operate separately from other road users. Others noted, however, that it is unclear whether platoon-only or dedicated lanes would be worth the infrastructure investment and whether this was a long-term solution. Participants proposed that DOTs work with AV technology developers to determine which infrastructure elements are critical for safe operation of automated CMVs. Essential elements could include signage, lane markings, and other traffic control devices. Participants stressed that AV technology developers must be clear about what specific conditions (e.g., road type, road condition, weather, traffic, maneuvers, etc.) are included in an automated CMV’s operational design domains (ODDs). The ODD is defined as the specific conditions under which a given driving automation system or feature is designed to function, including, but not limited to, driving modes.

Infrastructure Changes Will Be Gradual and Automated CMVs Should Be Able to Operate Safely Within the Existing System

Infrastructure improvements made to support automation will likely be made gradually and occur over many years. If automated CMVs will be used in the near future, many participants emphasized that they should be able to operate safely using the current infrastructure. In addition, infrastructure investments and improvements should benefit both human drivers and AVs. It was also noted that automated CMVs will have to operate in a mixed vehicle fleet, with different levels of AVs, non-automated vehicles, pedestrians, bicyclists, and other road users.

Automated CMVs Could Have Impacts for Infrastructure Maintenance and Design

Current pavement and bridge designs do not anticipate automated CMVs or platooning. For example, some participants suggested that the precise lane keeping of automated CMVs could accelerate pavement rutting and impact infrastructure maintenance schedules. Additionally, the structural capacity of bridges may not be able to support truck platoons because they may exceed existing bridge weight ratings. Others pointed to a possible need for more charging infrastructure and facilities to support the increasing electrification of vehicles and trucks.

Public Acceptance of Automated CMVs Will Require Education and Outreach

The issue of public acceptance and outreach was mentioned often during the workshop and was identified as a key concern. Public engagement should be a priority and that effort should be dedicated to educating the public on the nature of AV technology, its capabilities, and timing. Several participants recommended that messaging be delivered at the national level and that the Federal Government may have a role in convening members of government, academia, and industry to coordinate these messages. A suggestion was that any messaging and outreach should clearly articulate the safety and efficiency benefits of automated CMVs, while also highlighting the roles and responsibilities of the different stakeholder groups involved.

Office of Operations