Waymo Refocuses on Semis, Heads Back to Phoenix for Testing
Alphabet’s Waymo probably operates the most successful autonomous fleet in North America right now. While we can debate its technical prowess versus its rivals forever, it’s still one of the only companies offering a commercial taxi service using autonomous vehicles in North America. It also has an enviable safety record.
The company has also worked on adapting the technology for Class 8 trucks, testing such units previously in California, Atlanta, and Arizona. Recently, the company tweeted that self-driving semis would soon return for more testing in Phoenix — where it runs its Pacifica-based early rider program — as the company places a renewed emphasis on their development.
“Our fully self-driving trucks are returning to Arizona to continue testing on Phoenix-area freeways,” the company announced. “Let us know what you think if you see them on the road!”
Waymo says its current goals include expanding its existing taxi services beyond Phoenix while rejiggering its technologies to work with semi trucks. The firm said the larger vehicles will use much of the hardware already found on its Pacifica vans, with a pair of operators tasked with conducting more extensive testing than was previously possible in Arizona.
While that brings 3.5 million truck drivers one step closer to employment Armageddon, experts have begun to suggest that large self-driving vehicles will likely need a safety operator to handle emergencies and a team to conduct regular maintenance procedures and safety inspections. Early autonomous systems will only be able to navigate highways and, even as they grow more advanced, won’t be able to handle things like a flat tire or extreme weather conditions. Ultimately, that means fewer ended careers than previously anticipated. However, it seems unlikely that the swap to autonomous deliveries won’t still result in the shipping industry hemorrhaging jobs over the next few decades.
[Images: Waymo]
A staunch consumer advocate tracking industry trends and regulation. Before joining TTAC, Matt spent a decade working for marketing and research firms based in NYC. Clients included several of the world’s largest automakers, global tire brands, and aftermarket part suppliers. Dissatisfied with the corporate world and resentful of having to wear suits everyday, he pivoted to writing about cars. Since then, that man has become an ardent supporter of the right-to-repair movement, been interviewed on the auto industry by national radio broadcasts, driven more rental cars than anyone ever should, participated in amateur rallying events, and received the requisite minimum training as sanctioned by the SCCA. Handy with a wrench, Matt grew up surrounded by Detroit auto workers and managed to get a pizza delivery job before he was legally eligible. He later found himself driving box trucks through Manhattan, guaranteeing future sympathy for actual truckers. He continues to conduct research pertaining to the automotive sector as an independent contractor and has since moved back to his native Michigan, closer to where the cars are born. A contrarian, Matt claims to prefer understeer — stating that front and all-wheel drive vehicles cater best to his driving style.
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If all class 8 truckers had a 9 to 5 job. 9PM to 5 AM that is. No need for dedicated lanes. These auto trucks won't be doing .1 mph passes that some drivers think is "professional".
Why is the press wasting so much print on autonomous vehicles. This technology is never going to see the light of day as a mainstream technology. Maybe the people on Wall Street are inventing the next big thing so they have something to invest in. This seems pretty reminiscent of the dot com boom of the mid 90s. We all know how that turned out.