Ready or not, self-driving semi-trucks are coming to America’s highways

Perched in the cab of a 35,000-pound semitruck lumbering south on Interstate 45, AJ Jenkins watched the road while the big rig’s steering wheel slid through his hands. Jenkins was in the driver’s seat, but he wasn’t driving. The gigantic 18-wheeler was guiding itself.

Over several miles on the popular trucking route between Dallas and Houston, the truck navigated tire debris, maneuvered around a raggedy-looking flatbed and slowed for an emergency vehicle. Exiting the highway, it came to an abrupt stop as a pickup jumped its turn at a four-way intersection.

“You need to be ready for anything,” said Jenkins, 64, a former FedEx driver whose job is to take control if anything goes wrong. “People do some crazy stuff around trucks.”

Operated by Aurora Innovation, the truck is part of a new class of autonomous big rigs plying the nation’s highways. By the end of this year, the trucks will for the first time start traveling alone, without human minders like Jenkins, as two major companies — Aurora and Kodiak Robotics — launch fully autonomous trucks in Texas.

The advent of robot trucks could have a massive impact on America’s supply chain, dramatically reducing the time it takes to transport goods from place to place and unbinding the trucking industry from the costs and physical limitations of human labor. But the technology’s advancement has sparked concerns about highway safety, job loss, a lack of federal regulation and a patchwork of state laws regarding where and how autonomous trucks can operate.

By default, driverless passenger vehicles and trucks can ride anywhere in the United States, unless a state explicitly says they can’t. That means companies can test and operate their vehicles across most of the country. Two dozen states, including Texas, Florida, Arizona and Nevada, specifically allow driverless operations, according to data compiled by Aurora, while another 16 states have no regulations specific to autonomous vehicles. The remaining 10 — including California, Massachusetts and New York — place limits on autonomous vehicles within their borders.

Alarmed by the slow pace of federal regulation, labor and safety advocates are pushing legislation in several states to ban driverless trucks outright. So far, the effort has been unsuccessful. The California legislature approved a measure last year that would have required human operators in all autonomous trucks, but Gov. Gavin Newsom (D) vetoed it, calling it “unnecessary” in light of state regulations that already ban autonomous vehicles over 10,000 pounds.

Transportation experts have been frustrated at how slowly the federal government has moved on the issue, given its potential to disrupt a massive part of the American economy.

Steve Viscelli, a sociologist at the University of Pennsylvania who studies the trucking industry, said autonomous trucking could “change the geography of our economy in the way that railroads and shipping did.”

“There are real concerns that drivers have of the impacts of this,” Viscelli said, “and we need to take them seriously.”

Driverless passenger cars have caused chaos in cities like San Francisco, including one horrific accident last year when a robotaxi hit a jaywalking pedestrian and dragged her about 20 feet. The potential for catastrophe is even greater with massive autonomous trucks, critics say.

“Even with these small vehicles, it has been a disaster,” said Peter Finn, a vice president of the Teamsters Local Union 856, which represents truck drivers. “The notion that there is going to be no human being in large trucks barreling down the highways absolutely frightens me.”

Major expansion

Today, Aurora’s long-haul trucks are transporting packages and produce — about 100 deliveries a week — for FedEx, Uber Freight and others. Founded in 2017 by former executives at Uber, Google’s self-driving project and Tesla, the company has been training its driverless trucks in Texas since 2020.

By the end of this year, Aurora says it plans to have about 20 fully autonomous trucks working the 240-mile stretch between Dallas and Houston. Eventually, it plans to operate thousands of trucks all across America.

Kodiak Robotics, which was founded by a former employee of Uber and Alphabet’s Waymo, similarly plans to launch a fleet of trucks by the end of the year in Texas. A third company, Daimler Trucks — a subsidiary of German-owned Daimler that has partnered with Torc Robotics — is a few years behind, with plans to launch a driverless fleet in America by 2027.

Nat Beuse, Aurora’s chief safety officer, said the self-driving truck industry has been “methodical” in deploying its technology, adopting strict safety standards, including how the trucks respond to various system failures. Beuse said the company has learned from the mistakes of other autonomous vehicle companies, including General Motors-owned Cruise, which recalled its entire driverless fleet after the San Francisco crash.

“The federal government has been clear in that unless a state says you can’t deploy, you can. But that doesn’t mean as a company we don’t have responsibilities,” Beuse said. “This is not a science experiment.”

Marc Williams, executive director of the Texas Department of Transportation, said Texas has a good relationship with the companies testing on its roads. The state has been at the “forefront” of supporting the industry, he said, and it is critical for its economic growth as demand grows for moving freight around the state.

“If we’re going to meet that challenge, it requires us to be successful in these partnership and collaborations with trucking and autonomous trucking industry,” Williams said at a February panel with Partners for Automated Vehicle Education, a coalition of industry advocates.

The average driver would find it tough to spot one of Aurora’s trucks, which bear only a small rear-facing sign that reads “AUTONOMOUS TEST VEHICLE.”

The view from inside the cab looks very different, however. On a recent day in February, two computer screens animated a flurry of potential hazards: Tire debris dotting the shoulder. Impatient SUVs and sedans eager to pass. An SUV merging without a turn signal.

Stephen Tune, a vehicle operations specialist, sat in the passenger seat, monitoring the screens. He narrated the truck’s every movement for Jenkins: “Moving to the right to avoid tire debris,” Tune saidas the turn signal began to blink. “Moving to the left as a courtesy to the car behind us.”

On this drive, the truck followed all the rules of the road and even demonstrated an uncommon courtesy to other drivers. But it’s the unexpected scenarios — from errors by human drivers to sudden mechanical issues — that worry veteran truck drivers like Lewie Pugh.

“I know my computer and cellphone make mistakes. Machines can have bad days, too,” said Pugh, executive vice president of the Owner-Operator Independent Drivers Association, a national organization representing professional truck drivers.

While Texas has been the center of autonomous truck testing, companies also have been running vehicles in Oklahoma and New Mexico, among other places. Since 2021, trucks operated by all three major companies have been involved in a handful of traffic incidents, according to data from the National Highway Traffic Safety Administration (NHTSA).

None have been fatal or caused serious injuries, but the incident logs provide a window into the range of obstacles the trucks have faced.

In July 2022, a Daimler truck rolled over an object on a New Mexico highway that punctured its fuel tank, causing oil to spill onto the highway. In December 2023, a deer stumbled onto the path of a Daimler truck testing in Texas. The test driver took over, but the truck still hit the deer.

Earlier that month, a pickup truck trying to overtake an Aurora vehicle hydroplaned and hit the Aurora’s trailer. The Aurora detected the pickup but was unable to avoid contact.