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Prepare the yard around the selected truck system’s operating design domain (ODD), not around a generic idea of automation. Before equipment is installed, document the vehicle’s tasks and routes, map traffic and pedestrian movements, size charging for the real duty cycle, verify electrical and communications capacity, and assign people to supervision, maintenance and exception handling. Then have the truck-system provider and qualified electrical and charging professionals validate the design against local rules and the actual site.
What “yard-ready” means
A yard is ready when the autonomous electric truck can perform its intended work within a defined, controlled area and staff can safely manage normal operations, faults and handoffs. Readiness is therefore a combined property of the vehicle, infrastructure, software, people and operating procedures.
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The first question is not how wide a lane should be or which charger to buy. It is: what exact system, task and operating phase are being deployed? A vehicle that moves trailers between docks may have different route, localization, handoff and supervision needs from one that shuttles containers or stages finished vehicles.
SAE J3292_202604, published April 13, 2026, addresses automated vehicle marshalling in geofenced, private controlled environments at controlled speeds. It describes infrastructure-assisted sensing and use cases such as depot marshalling and electric-vehicle charging, with functions including destination assignment, route planning, object and event response, localization, path determination, trajectory calculation, vehicle-motion control and emergency stopping. It does not provide a universal specification for every autonomous truck deployment, and its ASIL-related functional-safety requirements are outside its scope. Review the standard at SAE J3292.
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1. Define the truck system and its operating design domain
Record the intended work
Create a deployment brief that states what the truck will do, where it will do it and when a person takes over. Include:
- Truck make, model, autonomy level and software version planned for commissioning.
- Tasks such as trailer spotting, dock-to-dock moves, charging moves, staging or load transfer.
- Permitted entrances, roads, lanes, docks, charging bays and waiting areas.
- Speed limits, operating hours, weather limits, lighting conditions and access restrictions.
- Expected traffic from manually driven trucks, yard tractors, forklifts, cars, visitors and pedestrians.
- Trailer, container or load types, coupling arrangements and any required human handoff.
- Normal dispatch, destination assignment, stop, restart, recovery and remote-assistance procedures.
Obtain the provider’s current ODD and deployment requirements in writing. The ODD should identify supported surfaces, grades, lane widths, turning constraints, weather and visibility limits, communication dependencies, localization method, permitted mixed-traffic conditions and how the system exits autonomous operation. A general standard or checklist cannot replace this vehicle-specific document.
Identify the operating phase
Separate the design for pilot, supervised production and expanded operation. A pilot may use a small geofenced loop with a marshal or safety operator. Production may require more charging bays, additional routes, 24-hour dispatch coverage, higher traffic separation and integration with a yard-management system. Do not approve permanent civil work based only on pilot assumptions.
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List every assumption that affects layout or safety—such as cellular coverage, positioning accuracy, charger power, trailer dimensions, queue length and staff response time. Assign an owner and a verification method to each item. This prevents an assumption made during a concept study from becoming an undocumented operating requirement.
2. Survey the physical yard before changing it
Map the complete movement network
Survey the gate, security checkpoint, internal roads, intersections, docks, loading and unloading areas, staging lanes, parking, charging area, maintenance space, pedestrian entrances, fire access and emergency assembly points. Draw the paths used by autonomous trucks and every other road user. Include seldom-used areas: overflow parking, wash bays, fuel islands, weighbridges, inspection points and snow-storage locations.
Record dimensions and conditions rather than relying on drawings alone:
- Lane, apron, dock-door and turning dimensions.
- Surface type, potholes, drainage, standing water, markings and edge drop-offs.
- Grades, cross-slopes, speed humps, rail crossings and transitions between surfaces.
- Overhead doors, canopies, pipe bridges, signs, lights, trees and other clearance hazards.
- Blind corners, glare, shadows, reflective surfaces and areas with poor night illumination.
- Locations of hydrants, cabinets, bollards, parked trailers, pallets and temporary obstructions.
Use a current site plan supported by field measurements, photographs and time-stamped traffic observations. A route that appears clear on a drawing may be blocked routinely by trailers or become inaccessible during shift changes.
Check the surface and geometry against the ODD
Autonomous perception and motion planning depend on predictable geometry. Repair potholes, settle loose aggregate, remove standing water and make markings visible in the operating conditions. Confirm that the truck’s turning path, wheelbase, trailer swing and sensor overhang fit every route, including the approach to a dock or charger. The provider—not a generic dimension from another project—must approve the final route.
Design access control and boundaries
Define where autonomous operation starts and ends. Gates, fences, barriers, signs, geofences and access-control software should agree on the same boundary. Provide a safe place for a person to stop, inspect or manually reposition a vehicle without standing in an active travel lane. Document how contractors, emergency responders and visitors are admitted and briefed.
3. Separate traffic, pedestrians and work zones
Build a traffic plan
Treat the yard as a traffic and work area, not merely a parking surface. Establish right-of-way rules, speed controls, one-way sections, stop points, crossing locations and no-go zones. Decide whether autonomous and manually driven vehicles share lanes, alternate by time window or use physical separation. The safest arrangement is not always the most space-efficient; it is the arrangement that gives the system predictable paths and people clear escape routes.
The European Car-Transport Group’s safe-yard design guidance organizes review around the site entrance, loading and unloading, yard roads and load-preparation areas. Use those areas as a practical audit structure, then apply the selected truck provider’s controls.
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Protect pedestrians
Provide marked, physically protected walkways where feasible. Place crossings at locations with good sight distance, keep them away from dock edges and charger cables, and prevent pedestrians from taking shortcuts through staging lanes. Use gates, guardrails, bollards or raised walkways where paint alone will not control behavior.
Document interactions with drivers who leave a cab, dock workers, maintenance technicians, security staff, visitors and emergency responders. Define whether a person must carry a device, press a request-to-cross control, obtain dispatcher clearance or wait for the truck to reach a safe state.
Control mixed vehicle types
Mark areas for autonomous trucks, manual yard tractors, road trucks, forklifts, cars and bicycles. Establish rules for a manual vehicle entering an autonomous zone and for an autonomous truck encountering an unexpected vehicle. Include trailer drop locations and queue space so parked equipment does not narrow an approved route.
BSI Flex 2071 specifically addresses vehicle segregation and vehicle–pedestrian interaction at battery-electric HGV charging sites. Its recommendations can inform a private yard, but the document is a UK code of practice for publicly accessible sites; confirm applicability to your jurisdiction and operating model at the BSI catalogue entry.
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Calculate energy and time demand
Build a duty-cycle model for each truck. For every shift, estimate loaded and empty travel, waiting, coupling or uncoupling, grade, weather effects, auxiliary loads, battery state-of-charge at arrival and the time available for charging. Then model the number of vehicles requiring energy at the same time and the consequence of one charger being unavailable.
Translate the model into:
| Planning item | Question to answer |
|---|---|
| Vehicles | How many trucks operate in each shift, and how many may charge simultaneously? |
| Energy | How much energy does each duty cycle consume, including reserve and seasonal variation? |
| Charging window | Is charging opportunistic between moves, scheduled during breaks, or performed in a dedicated shift? |
| Power | What charger output and charging curve are compatible with the truck and battery? |
| Availability | What happens when a charger, vehicle or communications link is unavailable? |
| Expansion | What additional vehicles or bays could the site support without rebuilding the electrical service? |
Do not equate a charger’s nameplate output with delivered energy. Charging power can taper as the battery fills, and simultaneous charging may be limited by site controls or the utility connection.
Choose locations that do not create a traffic hazard
Place chargers so a truck can approach, connect, disconnect and leave without reversing across a pedestrian route or blocking a fire lane. Provide cable-management space, wheel stops or other impact protection, drainage, lighting and room for inspection. Keep queuing space outside the active charging envelope. Coordinate charger placement with dock doors, trailer swing, emergency access and maintenance vehicles.
For a private yard, the final layout must be reviewed for truck compatibility, electrical protection, earthing, fire safety and local permitting. A phrase such as “DC fast charger for electric yard trucks” describes an equipment category, not a universal product choice or a guaranteed fit.
Confirm utility and electrical capacity
Ask the electricity distributor or utility about available service, transformer capacity, protection, metering, construction lead time, demand charges, export or storage requirements and future expansion. Have a qualified electrical professional calculate feeder, switchgear, protection, grounding, fault-current, cable-routing and emergency-isolation requirements. BSI Flex 2071 provides charging-site recommendations but does not cover grid connections, land acquisition, planning consents or charging technology; its project scope is summarized by BSI at the project page.
National Highways’ truckstop guidance is written for UK operators serving the strategic road network. It structures the work around charging needs, understanding the site and delivering charging, including engagement with distribution network operators. A private logistics yard in another country should use the same questions but must follow its own electrical and planning rules.
Plan charger operations
Define who authorizes charging, how a truck is assigned a bay, what happens when the plug fails, and how a vehicle is released after charging. Integrate charger status with the autonomy platform where supported, and provide a manual fallback that does not require staff to enter an active vehicle path.
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5. Provide communications and positioning infrastructure
Survey coverage where the truck actually operates
Test cellular or private wireless service at gates, docks, charging bays, under canopies, between buildings and along every autonomous route. Measure during representative operating periods; a strong signal at the office does not prove coverage at a metal-lined dock or remote corner. Define the minimum service, latency, availability and fallback behavior required by the provider.
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Design positioning for the environment
Identify whether the system uses GNSS, RTK corrections, lidar landmarks, cameras, radar, wheel odometry, magnetic references, infrastructure beacons or a combination. Check for tree cover, roof structures, reflective walls, multipath, dust, snow and other conditions that can degrade positioning or perception. Reserve protected mounting locations with clear sky view where required, provide secure cable routes and document the survey reference points.
Protect network availability and cybersecurity
Separate safety-critical or operational traffic from ordinary office networks according to the provider’s architecture. Define authentication, software-update windows, logging, remote support, backup connectivity and access revocation. Keep a physical or procedural method for placing a vehicle in a safe state if communications are lost. Cybersecurity controls should be reviewed with the system provider and the organization’s IT and security teams.
6. Define stopping, emergency and exception behavior
Make the safe state explicit
Write down what “stop” means for this system: controlled braking in the current lane, stopping at a designated refuge, disabling autonomous commands, isolating high voltage or another provider-defined state. Identify every emergency-stop device, who may use it, what it stops and how the system is reset. Mark devices so a responder can find them quickly.
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Plan for ordinary exceptions
List events that are likely rather than merely catastrophic:
- A trailer is parked partly across the route.
- A pedestrian enters a restricted lane.
- A dock door is closed or a trailer is not aligned.
- A charger fails while a vehicle is below its planned reserve.
- Cellular, positioning or yard-management connectivity is interrupted.
- Weather, darkness, dust or glare exceeds the ODD.
- A manual driver needs to enter or tow an autonomous vehicle.
For each event, specify detection, who receives the alert, the immediate safe action, the recovery authority, the inspection required before restart and the record that must be retained. Test the procedure with the actual interface, not only in a written tabletop exercise.
Coordinate emergency response
Give fire, police, medical responders and site security a current map showing autonomous zones, charging equipment, isolation points, battery hazards, access gates and emergency contacts. Explain how to prevent an automatic restart while a responder is working. Review the plan after every significant layout, software or equipment change.
7. Prepare staff, maintenance and management systems
Assign accountable roles
Name the site leader, dispatcher, remote-assistance operator, maintenance lead, electrical responsible person and incident coordinator. Define authority during a conflict: for example, who can suspend autonomous operation, who can release a truck after a fault and who can reopen a route after a pedestrian incident.
Outrider’s checklist calls for engaged site leadership and dispatchers trained to manage the automation and related software. FMCSA’s model autonomous-vehicle operational safety-plan project likewise treats design, operation, maintenance, inspections and human-operator training and qualification as factors in a motor carrier’s safety management system. See FMCSA’s model AV safety plan.
Train by task and failure mode
Training should cover normal dispatch, route restrictions, pedestrian control, coupling or uncoupling, charger connection, remote assistance, emergency stops, manual recovery, high-voltage awareness and reporting. Use practical demonstrations and qualification checks. Retrain after major software, route, charger or procedure changes.
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Schedule inspections and maintenance
Create inspection intervals for pavement, markings, signs, barriers, lighting, sensors, antennas, chargers, cables, emergency stops and network equipment. Track defects to closure and define when a defect removes a route or truck from service. Include seasonal inspections for snow, ice, flooding, heat, dust and vegetation.
Integrate operating software
Map data exchanges between the autonomy platform, yard-management, warehouse-management, transportation-management, dock-scheduling and charger systems. Decide which system owns destination assignment, trailer identity, job status, battery state and exception codes. Test duplicate commands, stale data, lost acknowledgments and manual overrides before production.
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8. Validate the design through staged commissioning
Use a gate-based rollout
- Concept review: Confirm the ODD, duty cycle, routes, staffing model, charging concept and utility feasibility.
- Detailed design: Approve civil drawings, traffic controls, electrical design, network architecture, positioning equipment, emergency access and software interfaces.
- Factory and site acceptance: Verify truck, charger, communications, sensors, controls and stop functions individually and together.
- Low-risk route trial: Operate a short, geofenced route with restricted access, trained staff and defined weather and traffic limits.
- Exception testing: Introduce controlled obstructions, pedestrians under procedure, communication loss, charger unavailability, closed docks and manual vehicles.
- Operational readiness review: Check training records, maintenance plans, emergency contacts, spare equipment, software versions, permits and open defects.
- Production expansion: Add routes, vehicles, shifts and mixed traffic only after the prior stage meets documented acceptance criteria.
Keep a configuration baseline containing route maps, geofence versions, software and firmware versions, charger settings, network diagrams, training qualifications and approved exceptions. A change-control process prevents a small layout change from invalidating a previously tested route.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.9. Use published guidance without turning examples into universal rules
| Source | What it helps with | Important boundary |
|---|---|---|
| SAE J3292_202604 | Automated vehicle marshalling concepts, infrastructure-assisted sensing, communications and controlled private environments. | Not a complete specification for a particular truck; ASIL-related functional-safety requirements are outside scope. |
| BSI Flex 2071 v2.0:2025-01 | Publicly accessible UK battery-electric HGV charging-site layout, segregation, pedestrian interaction and safety recommendations. | Published January 31, 2025; does not cover grid connections, land acquisition, planning consents or charging technology. Private-site designers are encouraged to consider it where possible. |
| National Highways truckstop guidance | Charging needs, site understanding, delivery planning and distribution-network engagement for UK strategic-road-network truckstops. | Its scope is UK truckstops, not every private logistics yard or every jurisdiction. |
| ECG safe-yard guidance | Review structure for entrances, loading and unloading, yard roads and load-preparation areas. | Use it as a planning aid alongside local rules and the selected system’s ODD. |
| Outrider yard checklist | Vendor-specific examples for a private, access-controlled paved yard, autonomous yard-truck routes, charging, LTE and positioning. | Rev 031320 (March 2020); recommendations are not universal requirements and must be revalidated with the current provider. |
Outrider’s checklist includes examples such as limited-grade paved surfaces, a preferred 70-foot-or-wider drive apron, dock doors at least 10 feet wide and at least 13 feet on center, dock seals, a continuous pit or vertical leveler approach, DC fast charging for multiple electric yard trucks, public LTE and provisions for RTK and other positioning systems. These figures describe that vendor’s dated design recommendations. Do not copy them into a general specification without confirming the current vehicle, trailer, dock, site and jurisdiction.
10. Common preparation mistakes and corrections
Buying chargers before modeling operations
Problem: Chargers are selected from truck count or maximum power alone, leaving queues, inadequate utility capacity or incompatible connectors.
Correction: Model energy, charging windows, simultaneous demand, reserve, downtime and expansion first; then confirm compatibility and electrical design.
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Problem: Drawings omit trailers, pedestrians, temporary barriers, grades, glare or poor drainage.
Correction: Perform field surveys during representative shifts and weather, then repeat after markings, barriers and equipment are installed.
Using another vendor’s dimensions as a standard
Problem: A checklist dimension is treated as a universal requirement.
Correction: Label every vendor figure with its source and date, and obtain written approval from the selected provider and qualified designers.
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Planning for normal operation but not recovery
Problem: Staff know how to dispatch a job but not how to handle a blocked route, lost network, failed charger or vehicle that must be towed.
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Correction: Write, train and test exception procedures, including authority, safe state, inspection and restart criteria.
Leaving pedestrians out of the autonomy design
Problem: People cross where the shortest path leads, often near docks and chargers.
Correction: Design protected routes and crossings, enforce access controls and observe actual behavior after opening.
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Treating commissioning as a software demo
Problem: The truck performs a clean route but no one proves that the complete site, charger, network, staff and emergency process work together.
Correction: Use staged acceptance tests that include real interfaces, controlled faults and documented production gates.
Practical readiness checklist
- The provider’s current ODD and deployment requirements are approved.
- Every autonomous route, crossing, refuge, charging bay and no-go zone is mapped and field-verified.
- Mixed-traffic and pedestrian controls are installed, visible and understood.
- Duty-cycle calculations support the number, location and output of chargers.
- Utility capacity, protection, grounding, permits and expansion have been reviewed by qualified professionals.
- Cellular, private-wireless and positioning performance has been tested across the operating area.
- Emergency stops, safe states, isolation points and responder access are documented and tested.
- Dispatchers, site leaders, maintenance staff and responders have role-specific training.
- Inspection, maintenance, software-update and change-control processes are active.
- Yard, warehouse, transportation and charger systems have passed interface and exception tests.
- Acceptance criteria, open defects and production limits are recorded before expansion.
When the yard is ready to expand
Expansion is justified only when the initial operating area performs within its approved ODD, staff can manage exceptions without improvisation, charging meets the measured duty cycle, and every change is reviewed for effects on traffic, electrical demand, communications, positioning and emergency response. Add capacity in controlled increments—routes, vehicles, shifts and mixed traffic—while preserving the same evidence and change-control discipline used for the pilot.
Frequently Asked Questions
Do I need a completely separate yard for autonomous electric trucks?
Not necessarily. A mixed yard can work if the provider’s ODD supports it and the site has defined right-of-way, pedestrian protection, access control, communication, stopping and exception procedures. The final arrangement depends on the selected system and traffic pattern.
How many chargers should an autonomous truck yard have?
There is no universal number. Size chargers and bays from vehicle duty cycles, energy use, charging windows, simultaneous demand, reserve, downtime and planned expansion, then confirm utility capacity and truck compatibility.
Are vendor checklist dimensions legal requirements?
Usually not. For example, dimensions in Outrider’s March 2020 checklist are that vendor’s recommendations. Treat them as design prompts and verify current requirements with the selected provider, qualified professionals and local authorities.
What should happen if communications or positioning fail?
The provider must define the vehicle’s safe state and recovery method. Your procedure should identify the alert recipient, immediate traffic controls, authority to intervene, inspection requirements and restart approval before commissioning.
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