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Ned Ludd never drove a truck. They didn’t exist in 1779 when, folklore says, he smashed a weaving machine in a “fit of passion.” This the young Englishman did after being beaten by his boss for idleness, or simply being told by his father, also a weaver, to “square his needles”—the accounts of the long-ago event vary. Indeed, Ludd the man may never have existed, but in the next century, textile workers who protested the introduction of job-killing machinery, sabotaging a lot of it, did so in his name.

These angry people came to be called Luddites, and the term today describes folks opposed to technological progress, especially the type that threatens human employment and dignity. Thousands of factory workers have been displaced by modern robotic machines that weld, assemble, and paint parts for all kinds of products.

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Often the robots do repetitive, intricate, hot, and sometimes dangerous tasks that are difficult for humans. After final assembly, products go out in trucks that connect those factories with each other, and take the items to markets where they are sold. Driving regionally and over the road can be lonely and mind-numbing, but it employs almost 2 million people, according to the federal Bureau of Labor Statistics. Eventually those jobs could be at risk, because autonomous technology now being developed aims at on-highway drivers.

That load of in Colorado last year garnered much publicity. News stories noted the presence of a driver in the cab, and video showed him stepping into the sleeper while the semi was underway.

The implication: He could have stayed at home. But some argue that even in advanced operations, a driver would still be needed to monitor the automated truck and, at each end of the haul, to guide the rig to where it needs to go. Others say no, because yards and terminals will also be automated. Robotic trucks could help solve the long-haul truck driver shortage that, except for recessions, has existed for scores of years, as well as turnover that in some companies exceeds 90 percent a year. The current shortage is estimated at 50,000 and will worseen as older drivers retire and young people can’t be found to replace them.

But if enough over-the-road freighters could be run without drivers—singly or in twos and threes in a process called platooning—that might more than solve the shortage. Will laid-off truckers become modern-day Luddites? Autonomous mining trucks In Western Australia, giant haul trucks have been operating autonomously in Rio Tinto’s Mine of the Future project, begun 10 years ago.

Komatsu equipment (above) uses GPS signals to guide the iron ore-toting trucks along trails as humans in Perth, hundreds of miles away, watch over them. Robotic controls enhance safety because they work hour after hour without falling asleep, and trucks run on 13 percent less fuel. Drilling and loading machines have also been automated, the company says, and locomotives on its private railway soon will be.