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A trucker trying to hack the haulage industry [video]

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Re: A trucker trying to hack the haulage industry [video]

#61

Post by bobbles »

rwhitman wrote: post #56

Kind of fascinating that his preferred interface is physical buttons built into the cab, and a barcode scanner. I can't imagine no one has built mobile software in this space yet, so there's got to be a reason he doesn't have a tablet sitting on his dashboard. He even built an app but curiously didn't opt to use that as his primary interface for the other functions. Says something about what a working truck driver ac…

Tactile feedback, muscle memory or feeling for buttons without moving eyeline around, not getting grease/dirty hands all over a tablet, etc

Re: A trucker trying to hack the haulage industry [video]

#62

Post by acadien »

akira2501 wrote: post #50
Scoundreller wrote: post #39

Earlier quoted context omitted.

> All of those are going to need to have "automated truck" support as well Do they? The trucks don't need to automate 100% of tasks for initial implementation, the first ones will be driverless in-between cities (or driver-nap in-between cities) with manned fueling, loading docks, scales, etc. This will require some changes, but I don't think it will be too much of an issue to move toward full-serve gasoline service…

> Do they? If you want them to be economically competitive, then yes. The largest current expense is the driver salary, mostly due to the low quality of the working conditions and extended stays away from your "home." If you're still carting people around in the truck, then you will have a difficult time competing with large personnel and technology expenses. What I'm trying to suggest is that a fully automated natio…

The idea that you can automate driving a car between cities seems feasible to you (with traffic, and variable weather), but automating fueling doesn't? Really which seems like a more complex task to you?

Loading and unloading the vehicle at docks will adjust to meet a happy medium. As you already mentioned the single biggest expense is the driver, eliminating that is key, everything else will adjust accordingly.

Re: A trucker trying to hack the haulage industry [video]

#63

Post by rwhitman »

bobbles wrote: post #61
rwhitman wrote: post #56

Kind of fascinating that his preferred interface is physical buttons built into the cab, and a barcode scanner. I can't imagine no one has built mobile software in this space yet, so there's got to be a reason he doesn't have a tablet sitting on his dashboard. He even built an app but curiously didn't opt to use that as his primary interface for the other functions. Says something about what a working truck driver ac…

Tactile feedback, muscle memory or feeling for buttons without moving eyeline around, not getting grease/dirty hands all over a tablet, etc

I just realized that truck drivers may also be regulated regarding what types of devices they can have when driving, which would explain a lot. Yellow cabs in NYC for instance are forbidden to use GPS due to safety reasons and generally rely on dispatchers to get around. Truckers probably have even more safety rules to follow

Re: A trucker trying to hack the haulage industry [video]

#65

Post by Retric »

akira2501 wrote: post #51
Retric wrote: post #32

Earlier quoted context omitted.

One huge advantage of a self driving truck is it can easily wait 4+ hours for a tow truck to arrive for minor repairs at little cost. Or be swapped out for another rig and hauled off for more major repairs.

If your logistics operation allows for that, sure; most do not. You want to do as much work with as little miles as is possible, so turning the trucks over quickly is important.

There comes a point where industry overhead buffers you.

What I mean by that is if the most cost effective big rig truck gets say 10MPG then that cost gets built into the market rate. If a new truck design gets 15MPG and costs more you can figure out the costs vs what's out on the market and see if it's an improvement.

As to self-driving trucks, sure there are downsides. But, I suspect the net efficiency gains can offset them in most situations. Once most shipping companies switch the downsides will just be 'industry overhead' until their dealt with.

Re: A trucker trying to hack the haulage industry [video]

#66

Post by akira2501 »

Retric wrote: post #65
akira2501 wrote: post #51

Earlier quoted context omitted.

If your logistics operation allows for that, sure; most do not. You want to do as much work with as little miles as is possible, so turning the trucks over quickly is important.

There comes a point where industry overhead buffers you. What I mean by that is if the most cost effective big rig truck gets say 10MPG then that cost gets built into the market rate. If a new truck design gets 15MPG and costs more you can figure out the costs vs what's out on the market and see if it's an improvement. As to self-driving trucks, sure there are downsides. But, I suspect the net efficiency gains can of…

> What I mean by that is if the most cost effective big rig truck gets say 10MPG then that cost gets built into the market rate. If a new truck design gets 15MPG and costs more you can figure out the costs vs what's out on the market and see if it's an improvement.

I see your point, but that's a particularly poor example. Most shippers will pass the fuel costs as a "fuel surcharge" on to the customer. If you're an owner/operator, this is the most lucrative part of the business, and is really the whole reason to be an O&O in the first place. Trucking is just a really strange business.

Re: A trucker trying to hack the haulage industry [video]

#67

Post by Retric »

akira2501 wrote: post #66
Retric wrote: post #65

Earlier quoted context omitted.

There comes a point where industry overhead buffers you. What I mean by that is if the most cost effective big rig truck gets say 10MPG then that cost gets built into the market rate. If a new truck design gets 15MPG and costs more you can figure out the costs vs what's out on the market and see if it's an improvement. As to self-driving trucks, sure there are downsides. But, I suspect the net efficiency gains can of…

> What I mean by that is if the most cost effective big rig truck gets say 10MPG then that cost gets built into the market rate. If a new truck design gets 15MPG and costs more you can figure out the costs vs what's out on the market and see if it's an improvement. I see your point, but that's a particularly poor example. Most shippers will pass the fuel costs as a "fuel surcharge" on to the customer. If you're an ow…

The amount you tack on as a fuel charge is based on what the market will bare not what your actually paying for fuel.

http://yrc.com/fuel-surcharge-us/ Note there updating there numbers on a weekly basis and they have nothing to do with the actual costs.

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