Are robotaxis more promising as a business model, or are barriers to autonomous trucks too great at the moment?
, most of them in the western half of the country, just as a business case for Level 3 trucks seems to have diminished. Part of this could be the investment in hardware to make an eyes-off, hands-off system profitable or worthwhile for freight companies to buy and use.
After all, if there will still be a driver in the cab and that driver will still be getting paid, then anything short of Level 4 will not really change the nature of the business while only adding costs. Another issue with lower levels of autonomy and trucking has always been regulatory. If Level 2 or 3 systems aren't approved in all 50 states, but rather on a state-by-state basis with complex rules for each state, then it becomes too difficult to invest money in fielding them strictly for shorter routes.The same, apparently, isn't necessarily true for smaller
last-mile Level 4 vehicles and robots that could be introduced on a fleet-wide basis for stores and large warehousesFor the moment, it seems that Waymo sees an easier regulatory and business path to Level 4 robotaxis. "Our goal is to set our company on a solid path of value creation by focusing on achieving commercial success for our ride-hailing business in the near term," the company added.or will this process take longer?Jay Ramey grew up around very strange European cars, and instead of seeking out something reliable and comfortable for his own personal use he has been drawn to the more adventurous side of the dependability spectrum.
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