Developers of self-driving cars have been making fast progress toward fully independent systems in recent months, but according to an MIT study on the impact of technology on the workforce, the drain on truck-driving jobs is not expected to be widespread in the short term.
MIT said investments like those have produced substantial recent progress by the industry, but concluded that fully automated driving systems that have no safety driver onboard will take at least a decade to deploy over large areas, even in regions with favorable weather and infrastructure. And areas with winter climates and rural areas will experience still longer transitions, as the technology’s expansion will likely be gradual and will happen region-by-region in specific categories of transportation, resulting in wide variations in availability across the country, researchers said.
That conclusion came from a brief titled “Autonomous Vehicles, Mobility, and Employment Policy: The Roads Ahead,” co-authored by John Leonard, Task Force member and MIT Professor of Mechanical and Ocean Engineering and Erik Stayton, an MIT Doctoral Candidate in History, Anthropology, and Science, Technology, and Society. The study followed the school’s interim 2019 report, “Work of the Future: Shaping Technologies and Institutions,” where MIT researchers sought to analyze topics like manufacturing, health care, tax reform, skills/training, and emerging technologies such as collaborative robotics and additive manufacturing, also known as three-dimensional (3D) printing.
Another reason that autonomous trucks may not lead to a widespread loss of logistics jobs is that truck drivers do more than just drive, the MIT authors said. “While many believe that increased automation will bring greater impacts to trucking than to passenger carrying vehicles, the impact on truck-driving jobs is not expected to be widespread in the short term,” the study found. “Human presence within even highly automated trucks would remain valuable for other reasons such as loading, unloading, and maintenance.”
In the longer term, logistics transportation employers can preserve job prospects for drivers by following policy recommendations in the study, such as: strengthening career pathways for drivers, increasing labor standards and worker protections, advancing public safety, creating good jobs via human-led truck platooning, and promoting safe and electric trucks.
“Human workers will remain essential to the operation of these systems for the foreseeable future, in roles that are both old and new,” study co-author John Leonard said in a release. “Ensuring a place for human workers in the automated mobility systems of the future is a key challenge for technologists and policy makers as we seek to improve mobility and safety, and thereby opportunity, for all.”
In fact, because of the forecast for a long rollout time for “Level 4 autonomy”—where a self-driving vehicle has no driver in the cab—employers have plenty of room to make investments in workforce training that can help drivers and other mobility workers transition into new careers that support the new mobility systems and technologies. Transitioning from current-day driving jobs to these jobs represent potential pathways for employment, so long as job-training resources are available, the MIT study said.
After years in the military, service members and their spouses can find the transition to civilian life difficult. For many, a valuable support on that journey is the U.S. Department of Defense (DOD) SkillBridge program. During their final 180 days of service, participants in the program are connected with companies that provide them with civilian work experience and training. There is no cost to those companies while the service member continues receiving military compensation and benefits.
Both sides benefit from the program. “We’re proud to work with SkillBridge to give back to our military veterans for the bravery and sacrifices they’ve made for all of us,” Troy Pederson, director of training and development at LiftOne, a Hyster-Yale dealer and established SkillBridge employer, said in a release. “In the last year, we’ve helped 10 SkillBridge interns transition from military to civilian life, and the value and positive impact of the program can’t be overstated. At LiftOne, we’ve gained so much from the experience and diverse mix of technical and leadership skills of our SkillBridge candidates.”
Raise your hand if you think you’re a pretty good driver. Now put your hand back down, because we’re about to introduce you to someone who has set the bar much higher than you can ever dream of reaching.
Meet Greg Swift, a longtime driver for Schneider National Inc. who has driven 5 million miles without a preventable accident. The Green Bay, Wisconsin-based carrier boasts a notable safety record: More than 6,500 of its drivers have traveled at least 1 million safe driving miles with the company. Swift, however, stands out from that crowd, joining only two other drivers in Schneider’s nearly 90-year history in reaching the 5 million-mile mark.
Swift’s achievement was recognized with a parade, a “Sound the Horn” celebration—a long-standing tradition of sounding a truck horn inside the headquarters building to celebrate achievements—and a $10,000 bonus.
And if you’re wondering how long it takes to motor 5 million miles, that’s the equivalent of driving to the moon and back 10 times. Swift began that odyssey 33 years ago when he started his career with Schneider after leaving his teaching job. He now runs a dedicated route for Schneider customer Georgia-Pacific.
In his time as a driver, Swift has witnessed the evolution of trucking technology from paper maps to advanced GPS and collision-mitigation systems, but his advice to new drivers is simple and technology-free: Plan ahead and manage your time efficiently.
Look around any distribution center and you’ll see dozens of devices powered by batteries. They range from large-scale cells in electric forklifts, to mid-size units in autonomous mobile robots (AMRs), to slim, palm-size batteries in barcode scanners and smartphones. Despite the ubiquity of these applications, there is more work to be done. That’s why a battery-industry group has launched an initiative it hopes will encourage the next generation of engineers to continue developing smaller, safer, more powerful industrial batteries.
The effort is funded by donations from BCI member companies, including the lead donors Entek and Daramic, as well as gifts from more than a dozen other companies, including such distribution center stalwarts as Crown Battery, East Penn, and EnerSys.
Logistics service providers looking to cut emissions from their transportation operations have largely focused on the switch from internal combustion engines to battery electric vehicles (BEVs). But some proponents say that hydrogen fuel cells are a better way to generate the electricity required to reach that goal. A new demonstration project now underway is designed to prove their point.
The FCEV began real-world testing on routes in the San Francisco Bay Area in August. Over the next few months, the truck will head down to the Los Angeles area before making its way to northern California and then to western Canada.
Those tests follow similar demos in Australia as well as a July trial of Hyzon’s Class 8 FCEV tractor-trailer with some of its North American fleet customers, which include waste haulers. According to Hyzon, those tests showed that hydrogen fuel-cell technology is a viable replacement for heavy-duty diesel engines and can overcome some of the inherent challenges associated with other zero-emission technologies, such as fluctuations in operating temperatures, payload limitations, and short ranges (the company says its hydrogen fuel cells provide the refuse-collection trucks with reliable power for up to 125 miles).
Global supply chains have long had to weather disruptions triggered by sudden spikes in demand. Holiday gift shopping, big price discounts, and stocking up before major storms are just a few reasons for jumps in consumption. Now there’s another variable to consider: Taylor Swift.
Devoted fans of the pop megastar often wear outfits reflecting Swift’s own costumes or references to her songs when they attend concerts. Her influence is so notable that, according to London-based Dalston Mill Fabrics, the singer’s lyrics appear to drive spikes in demand for certain styles and fabrics.
Songs on Swift’s most recent album, The Tortured Poets Department, mention several types of clothing and have boosted fans’ interest in similar items. For instance, as any Swiftie knows, miniskirts have always been a signature piece in Taylor’s wardrobe. But this summer, they jumped in importance thanks to a reference in her song “imgonnagetyouback,” which begins with the words “Lilac short skirt, the one that fits me like skin.” The singer wore a lilac skirt in a video for the song, increasing the hype. Since the video was released, worldwide internet searches for “lilac skirt” have skyrocketed by 992%, reaching a peak in July, Dalston Mill said, citing data from Google Trends. The fabric purveyor reports similar search trends for black dresses, lace tops, and dresses with buttons, all of which are mentioned on the album.
“The recent release of The Tortured Poets Department has solidified Taylor Swift’s reputation as a fashion icon,” a Dalston Mill spokesperson said in a release. “These search spikes also demonstrate Taylor Swift’s position as a global trendsetter. Her influence is indisputable, and it will be great to see Swifties debuting some of these outfit trends at the upcoming Eras Tour shows.”
Which prompts a burning question for supply chain professionals: Should demand planners in the apparel industry consider Taylor Swift albums as leading indicators in their forecasts?