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What needs to happen here is enforcement against the monopoly that they have to provide service.
An example, in my state, a real estate lender cannot seek compensation from the mortgagee-seller if a short-sale does not bring as much revenue as the mortgagee owes. Despite this, most short-sale contracts state that the bank may go after the seller for the seven years that debts may be collected in. Other states do not have laws preventing this, so if the seller moves out-of-state the bank might try to enforce against them, or if the laws in the state change then the bank may attempt to enforce.
As for the nature of illegal conditions in a contract, that's why contracts usually have clauses in them that state that if any part of the contract is deemed unenforceable, the rest of the contract remains in-effect.
Apparently back in the day, telecom workers for the phone company didn't have their own service vehicles. One van or small bus would drop workers off at their sites so they could splice cables, which takes awhile, and would then collect them after they finished, to move on to the next area. After build-out has ended it has become more necessary for workers to have their own service vehicles as they don't need to drop five workers off along a ten mile stretch to each work for two hours.
For doing dense urban package delivery this does make sense. It might still make sense for one of the occupants to be licensed to drive the truck though, so that if they have to override the computer to park it they're legally allowed to.
How closely can road-trains operate to each other? I could see a lead truck with a human in it even if it's still driving mostly autonomously, a bunch of fully autonomous trucks, and a tailgunner with a human too, so that if there's a problem far down the line in such a convoy someone would notice it even if the computers didn't. Plus, if those drivers are responsible for tires and other on-the-road maintenance, having more than one person might be handy.