Acceptance Factors for Future Workplaces in Highly Automated Trucks

The Long Road to Automated Trucking: Insights from Driver Focus Groups

“…As for HDP, this negative sentiment stemmed mostly from a lack of trust in the technology. Previous research has reported similar results (Neubauer et al, 2019;Fröhlich et al, 2018). However, studies have shown that drivers become more receptive and accepting once they have experienced driving in a platoon (Castritius et al, 2020).…”

“…As indicated in Section 1, a handful of studies look at the first phase of platooning technology, where drivers in all trucks need to be present and attentive at all times. Neubauer et al (2019); Fröhlich et al (2018) both encounter skepticism from drivers for reasons similar to those pointed out by Richardson et al (2017). Castritius et al (2020); Yang et al (2018) take an additional step and check acceptance of drivers before and after they have experienced platooning technology.…”

“…(Müller, 2020;Costello and Suarez, 2015) In the platooning literature, most work has done been from the perspective of technology (Bergenhem et al, 2012;Maiti et al, 2017), safe manoeuvring of platoons (Kavathekar and Chen, 2011), human factors (Heikoop et al, 2017;Hjamdähl et al, 2017;Larburu et al, 2010)) and transportation optimization (Bhoopalam et al, 2018). A few research efforts such as Castritius et al (2020); Yang et al (2018); Fröhlich et al (2018); Richardson et al (2017) look at driver acceptance of platooning technology focusing on the first phase of deployment in which drivers still need to be present and attentive in all trucks of the platoon. However, the potential benefits of this first phase in terms of cost savings appear to be small in practice (Daimler, 2019).…”

Everyday automation experience: a research agenda

“…Trials with partly automated cars and under close supervision. Lab-based driving simulator studies as a main source of insight UX and technology acceptance models for automated transport, modeling of cognitive workload, time-criticality and safety aspects, technology acceptance models [e.g., [24], modeling of cognitive workload [e.g., [71], safety and time-criticality aspects [e.g., [36], levels of automation [55], control handovers [39], advanced interaction such as head-up displays, virtual and augmented reality [18,53], ethics [44], awareness and intent communication with passengers and other road users [19], conversational interfaces [8], and alternative activities [16] Human factors research of the past decades [27], including situation awareness [47], intervention and handover situations [69], advanced interaction and visualization [7], teleoperation concepts [72]…”

AutoWork 2021: Workshop on the Future of Work and Well-Being with Automated Vehicles

“…Apart from these "bottom-up" or "worker-driven" uses of automation features, vehicle automation is also seen as a valuable feature by companies. For example, L4 highly automated trucks, have been considered by logistics companies as a means for performing non-driving related tasks (NDRT) during longer periods of times such as during long-haul highway trips (e.g., [5,16]). In restricted intralogistics hubs and production sites, fully autonomous L5 trucks are already in operation and are expected to be widespread in the near future and integrated into automated workspaces for loading and warehouse management [17].…”