Autonomous Vehicles - Self-Driving Vehicles Enacted Legislation

Autonomous Vehicles | Self-Driving
Vehicles Enacted Legislation

2/18/2020
Autonomous Vehicles
Many people consider autonomous vehicles to be a signi cant part of the future of the automotive industry.
As the technology for autonomous vehicles continues to develop, it may be necessary for state and municipal
governments to address the potential impacts of these vehicles on the road.
Each year, the number of states considering legislation related to autonomous vehicles has gradually increased.
In 2018, 15 states enacted 18 AV related bills.

In 2017, 33 states have introduced legislation. In 2016, 20 states introduced legislation.
Sixteen states introduced legislation in 2015, up from 12 states in 2014, nine states and D.C. in 2013, and six
states in 2012.
Since 2012, at least 41 states and D.C. have considered legislation related to autonomous vehicles.
Twenty-nine states—Alabama, Arkansas, California, Colorado, Connecticut, Florida, Georgia, Illinois, Indiana,
Kentucky, Louisiana, Maine, Michigan, Mississippi, Nebraska, New York, Nevada, North Carolina, North Dakota,
Oregon, Pennsylvania, South Carolina, Tennessee, Texas, Utah, Virginia, Vermont, Washington and Wisconsin
—and Washington D.C. have enacted legislation related to autonomous vehicles.
Governors in Arizona, Delaware, Hawaii, Idaho, Illinois, Maine, Massachusetts, Minnesota, Ohio, Washington
and Wisconsin have issued executive orders related to autonomous vehicles.
Legislative Database
NCSL has a NEW autonomous vehicles legislative database, providing up-to-date, real-time

information about state autonomous vehicle legislation that has been introduced in the 50 states and the
District of Columbia.
Federal Action
On Sep. 12, the National Highway and Transportation Safety Administration (NHTSA) released new
federal guidelines for Automated Driving Systems (ADS). A Vision for Safety 2.0, the latest guidance for
automated driving systems to industry and the states.
The guidance builds on NHTSA’s 2016 guidance. For more information on the 2016 guidance please see
NCSL’s Info Alert.
Separated into two sections – voluntary guidance and technical assistance to states – the new guidance
focuses on SAE international levels of automation 3-5, clari es that entities do not need to wait to test or
deploy their ADS, revises design elements from the safety self-assessment, aligns federal guidance with
the latest developments and terminology, and clari es the role of federal and state governments. The
guidance reinforces the voluntary nature of the guidelines and does not come with a compliance
requirement or enforcement mechanism. The guidance attempts to provide best practices for
legislatures, incorporating common safety-related components and elements regarding ADSs that states
should consider incorporating into legislation. Additionally, it includes DOTs view of federal and state
roles and provides best practices for state legislatures and best practices for highway safety o cials.
NHTSA’s updated guidance comes on the heels of the Sept. 6, passage of the SELF Drive Act (H.R. 3388)
that aims to make several changes to federal law impacting autonomous vehicles. NCSL, along with
several state groups, issued letters as the bill made its way through the House. The bill includes four main
sections: expansion of federal preemption; updates to federal motor vehicle safety standards (FMVSS);
exemptions from FMVSS and a federal automated vehicles advisory council. For more information on the
House bill, see NCSL’s Info Alert.
On Sep. 28, the Senate Commerce Committee Chairman John Thune (R-S.D.) and Senators Gary Peters (D-
Mich.), Roy Blunt (R-Mo.), and Debbie Stabenow (D-Mich.) unveiled legislation regarding autonomous
vehicles—the American Vision for Safer Transportation Through Advancement of Revolutionary
Technologies (AV START) Act. The Commerce Committee will consider the legislation at a markup
scheduled for Oct. 4. The AV START Act is similar to the House passed SELF DRIVE Act but does contain
some signi cant di erences. For more on the Senate bill, see NCSL's info alert.
In January 2016, U.S. Transportation Secretary Anthony Foxx unveiled new policy that updates the
National Highway Tra c Safety Administration's (NHTSA) 2013 preliminary policy statement on
autonomous vehicles. This announcement was made at the North American International Auto Show in
Detroit in conjunction with a commitment of nearly $4 billion over the next 10 years to accelerate the
development and adoption of safe vehicle automation. The new policy is designed to facilitate and
encourage the development and deployment of technologies with the potential to save lives. Within six
months, NHTSA will propose guidance to industry on establishing principles of safe operation for fully
autonomous vehicles.
State Action
Nevada was the rst state to authorize the operation of autonomous vehicles in 2011. Since then,
21 other states—Alabama, Arkansas, California, Colorado, Connecticut, Florida, Georgia, Illinois,
Indiana, Louisiana, Michigan, New York, North Carolina, North Dakota, Pennsylvania, South
Carolina, Tennessee, Texas, Utah, Virginia and Vermont—and Washington D.C. have passed
legislation related to autonomous vehicles. Governors in Arizona, Delaware, Hawaii, Idaho,
Maine, Massachusetts, Minnesota, Ohio, Washington and Wisconsin have issued executive orders
related to autonomous vehicles.
Florida’s legislation, passed in 2012, declared the legislative intent to encourage the safe development,
testing and operation of motor vehicles with autonomous technology on public roads of the state and
found that the state does not prohibit nor speci cally regulate the testing or operation of autonomous
technology in motor vehicles on public roads. Florida's 2016 legislation expands the allowed operation of
autonomous vehicles on public roads and eliminates requirements related to the testing of autonomous
vehicles and the presence of a driver in the vehicle.
Arizona’s Governor Doug Ducey signed an executive order in late August 2015 directing various agencies
to “undertake any necessary steps to support the testing and operation of self-driving vehicles on public
roads within Arizona.” He also ordered the enabling of pilot programs at selected universities and
developed rules to be followed by the programs. The order established a Self-Driving Vehicle Oversight
Committee within the governor’s o ce. On March 1, 2018, Governor Ducey added to the 2015 executive order
with Executive Order 2018-04. The order includes updates to keep pace with emerging technology, including
advancements toward fully autonomous vehicles, as well as requiring all automated driving systems to be in
compliance with all federal and state safety standards. In October of 2018, Governor Ducey
signed Executive Order 2018-09, establishing an Institute of Automated Mobility in the state.
Delaware's Governor John Carney signed an executive order in September 2017 establishing the
Advisory Council on Connected and Autonomous Vehicles, tasked with developing recommendations for
innovative tools and strategies that can be used to prepare Delaware’s transportation network for
connected and autonomous vehicles.
Hawaii's Governor David Ige signed an executive order in November 2017 establishing a connected
autonomous vehicles (CAV) contact in the governor's o ce and requires certain government agencies to
work with companies to allow for self-driving vehicle testing in the state.
Idaho Governor C.L. "Butch" Otter signed Executive Order 2018-01 on January 2, 2018 to create
the Autonomous and Connected Vehicle Testing and Deployment Committee to identify relevant state
agencies to support the testing and deployment of autonomous and connected vehicles, discuss how
best to administer the testing of autonomous and connected vehicles in relation to issues such as vehicle
registration, licensing, insurance, tra c regulations, and vehicle owner or operator responsibilities and
liabilities under current law, review existing state statutes and administrative rules and identify existing
laws or rules that impede the testing and deployment of autonomous and connected vehicles on roads
and identify strategic partnerships to leverage the social, economic, and environmental bene ts of
autonomous and connected vehicles. The committee must include two members of the Idaho
Legislature, one appointed by the Speaker of the House and one appointed by the President Pro
Tempore of the Senate.
Illinois Governor Bruce Rauner signed Executive Order 2018-13 on October 25, 2018. The Order directs
the Illinois Department of Transportation (IDOT)) to lead an "Autonomous Illinois" initiative to promote
the development, testing and deployment of CAV technologies and related infrastrcuture and data needs
within Illinois. The Order also establishes the Autonomous Illinois Testing Program, which IDOT will
administer. The Program will facilitate legal testing and programs on public roads or highways in Illinois,
where a licensed driver remains behind the wheel and able to take control of the vehicle at all times.
IDOT will collect and maintain up-to-date information on the CAV landscape in Illinois. IDOT must create a
registration system for entities wishing to conduct safe pilots or tests of CAV.
Maine Governor Paul LePage signed Executive Order 2018-001 on January 17, 2018, creating the Maine
Highly Automated Vehicles (HAV) Advisory Committee to oversee the bene cial introduction to Maine of
Highly Automated Vehicle technologies, and assessing, developing and implementing recommendations
regarding potential Pilot Projects initiated to advance these technologies. The committee shall evaluate
and make recommendations regarding proposed HAV Pilot Projects and require interested parties to
contact the committee and apply for a permit prior to operating pilot vehicles on public roadways in
Maine.
Massachusetts Governor Charlie Baker signed an executive order in October 2016, “To Promote the
Testing and Deployment of Highly Automated Driving Technologies.” The order created a working group
on AVs and the group is expected to work with experts on vehicle safety and automation, work with
members of the legislature on proposed legislation, and support agreements that AV companies will
enter with the state DOT, municipalities and state agencies.
Minnesota Governor Mark Dayton issued Executive Order 18-04 on March 5, 2018, establishing
a Governor's Advisory Council on Connected and Automated Vehicles to study, assess, and prepare for
the transformation and opportunities associated with the widespread adoption of automated and
connected vehicles. The advisory council must include one member from each party from each
legislative chamber.
Ohio Governor John Kasich signed Executive Order 2018-01K on January 18, 2018. The order created
DriveOhio to, in part, "bring together those who are responsible for building infrastructure in Ohio with
those who are developing the advanced mobility technologies needed to allow our transportation system
to reach its full potential by reducing serious and fatal crashes and improving tra c ow." Ohio Governor
Kasich signed Executive Order 2018-O4K in May of 2018, allowing autonomous vehicles testing and pilot
programs in the state. In order to do so, companies must register with DriveOhio (created by the January
2018 EO) and submit information on their companies, intended areas and conditions to test in and other
requirements. Autonomous vehicles tested in the state must have a designated operator, although they
are not required to be inside the vehicle.
Washington’s Governor Jay Inslee signed an executive order in June 2017 to address autonomous vehicle
testing and establish an autonomous vehicle workgroup. The order requires that state agencies with
pertinent regulator jurisdiction “support the safe testing and operation of autonomous vehicles on
Washington’s public roads.” It establishes an interagency workgroup and enables pilot programs
throughout the state. The order speci es certain requirements for vehicles operated with human
operators present in the vehicle and for vehicles operated without human operators in the vehicle.
Wisconsin’s Governor Scott Walker signed an executive order in May 2017 creating the Governor’s
Steering Committee on Autonomous and Connected Vehicle Testing and Deployment. The committee is
tasked with advising the governor “on how best to advance the testing and operation of autonomous and
connected vehicles in the State of Wisconsin.” The order speci es the members of the committee,
including six legislators from the state. The duties of the committee include identifying all agencies in the
state with jurisdiction over testing and deployment of the vehicles, coordinating with the agencies to
address concerns related to issues such as “vehicle registration, licensing, insurance, tra c regulations,
equipment standards, and vehicle owner or operator responsibilities and liabilities under current law,”
and reviewing current state laws and regulations that may impede testing and deployment, along with
other tasks. The state department of transportation is required to submit a nal report to the governor
by June 30, 2018.
Table: Enacted State Legislation
The box allows you to conduct a full text search or type the state name.
Type state name
Enacted Autonomous Vehicles Legislation
STATE BILL NUMBER RELEVANT PROVISION

Alabama SB 125 (2018) De nes a truck platoon as “A group of individual commercial trucks traveling in a
uni ed manner at electronically coordinated speeds at following distances that are
closer than would be reasonable and prudent without the electronic coordination.”
The bill also exempts the trailing trucks in a truck platoon from the state’s following
too closely provisions if the truck platoon is engaged in electronic brake
coordination and any other requirement imposed by the Department of
Transportation by rule.
Alabama SJR 81 (2016) Established the Joint Legislative Committee to study self-driving vehicles.
Alabama SB 47 (2019) De nes automated driving systems, automated commercial motor vehicles and
commercial motor vehicles equipped with a teleoperation system. Authorizes such
commercial autonomous vehicles to operate in the state without a driver that is
physically present when meeting certain criteria. These criteria include compliance
with federal and state safety laws and standards, and registration, certi cation and
minimal risk or safe state requirements. The automated commercial vehicles must
be registered and titled and are required to have minimum vehicle liability
coverage of $2,000,000. The owner of an automated commercial vehicle, or the
lessee if the vehicle is leased or rented, is considered the operator of the vehicle for
the purpose of assessing compliance with applicable tra c or motor vehicle laws,
including the rules of the road. The act allocates responsibility regarding
compliance with applicable tra c or motor vehicles laws and rules to the owner or
lessee of an automated vehicle and the remote driver of a commercial motor
vehicle equipped with a teleoperation system.
The act allows commercial motor vehicle equipped with a teleoperation system to
operate without a conventional driver physically present in the vehicle if a remote
driver is operating the vehicle; however the remote driver is deemed liable for any
violation of the rules of the road or the Alabama Criminal Code. The remote driver
shall hold the proper class of license required for a conventional driver to operate
the vehicle. When an accident occurs involving a commercial motor vehicle
equipped with a teleoperation system, the vehicle must remain at the scene of the
accident and the owner or remote driver promptly contacts appropriate law
enforcement entities and communicates the required information. In case of an
accident involving a remote driver, the act subjects the driver to Alabama law,
regardless of the jurisdiction in which the driver was physically present. The driver
is presumed to have given consent to any tests necessary to determine his alcohol
concentration or the presence of other drugs.
In addition, this act provides that the Department of Transportation will have sole
and exclusive jurisdiction over automated driving systems, autonomous vehicles,
and teleoperations systems. It prohibits a state agency or subdivision of the state to
impose additional requirements, including taxes or performance standards, on
autonomous vehicles.
Arkansas HB 1754 (2017) Regulates the testing of vehicles with autonomous technology, relates to vehicles
equipped with driver-assistive truck platooning systems.
Arkansas HB 1561 (2019) De nes autonomous vehicles and fully autonomous vehicles. Authorizes the
operation of autonomous vehicles and fully autonomous vehicles on the streets
and highways of the state under an autonomous vehicle pilot program approved by
the State Highway Commission; an autonomous vehicle pilot program is
automatically approved sixty days after the date the autonomous vehicle pilot
program is submitted to the commission for approval. It authorizes a person, for
the purposes of the pilot program, to operate three simultaneously that don’t have
certain standard equipment such as seat belts or a steering wheel, amongst others.
The act also sets certain requirements for the autonomous vehicles pilot program
and grants authority to the commission to adopt rules necessary to its
implementation.
Arkansas HB 1822 (2019) Amends HB 1561 (see above) to acknowledge that autonomous vehicles and fully
autonomous vehicles can comply with all applicable tra c and motor vehicle safety
laws, as they pertain to safely negotiating railroad crossings. The Arkansas
Department of Transportation is given authority to establish exemptions to this
rule after consulting with railroad companies.
California SB 1298 (2012) Requires the Department of the California Highway Patrol to adopt safety
standards and performance requirements to ensure the safe operation and testing
of autonomous vehicles, as de ned, on the public roads in this state. Permits
autonomous vehicles to be operated or tested on the public roads in this state
pending the adoption of safety standards and performance requirements that
would be adopted under this bill.
California AB 1592 (2016) Authorizes the Contra Costa Transportation Authority to conduct a pilot project for
the testing of autonomous vehicles that are not equipped with a steering wheel, a
brake pedal, an accelerator, or an operator inside the vehicle, if the testing is
conducted only at speci ed locations and the autonomous vehicle operates at
speci ed speeds.
California AB 669 (2017) Extends the sunset date of the law allowing the testing of vehicle platooning with
less than 100 feet between each vehicle from January 2018 to January 2020.
Prohibits someone from participating in the testing unless they hold a valid driver’s
license for the class of vehicle.
California AB 1444 (2017) Authorizes the Livermore Amador Valley Transit Authority to conduct a shared
autonomous vehicle demonstration project for the testing of autonomous vehicles
that do not have a driver seat in the driver's seat and are not equipped with a
steering wheel, a brake pedal, or an accelerator.
California SB 145 (2017) Repeals a requirement that the Department of Motor Vehicles noti es the
Legislature of receipt of an application seeking approval to operate an autonomous
vehicle capable of operating without the presence of a driver inside the vehicle on
public roads. Repeals the requirement that the approval of such an application is
not e ective any sooner than a speci ed number of days after the date of the
application.
California SB 1 (2017) This bill encourages the California Department of Transportation and cities and
counties to, when possible, cost-e ective and feasible, use funds under the Road
Maintenance and Rehabilitation Program to use advanced technologies and
communications systems in transportation infrastructure that recognize and
accommodate advanced automotive technologies that may include, but are not
necessarily limited to, charging or fueling opportunities for zero-emission vehicles,
and provision of infrastructure-to-vehicle communications for transitional or fully
autonomous vehicle systems.
California AB 87 (2018) Authorizes law enforcement or a public employee who is engaged in directing
tra c or enforcing parking laws and regulations, to remove a vehicle that uses
autonomous technology without a valid permit that is required to operate the
vehicle on public roads. The bill authorizes the release of the vehicle after the
registered owner of, or person in control of, the autonomous vehicle furnishes the
storing law enforcement agency with proof of current registration and a valid
driver’s license, and either a valid permit that is required to operate the
autonomous vehicle using autonomous technology on public roads or a declaration
or sworn statement to the Department of Motor Vehicles that states that the
autonomous vehicle will not be operated using autonomous technology, as
speci ed.
California AB 1184 Authorizes the City of San Francisco to, if approved by voters, levy a tax on trips
(2018) taken in autonomous vehicles that originate within the City and County of San
Francisco provided by a transportation network company, i.e. TNC. Such taxes may
be up to 3.25 percent of the fare for each trip. The bill includes some limiting and
optional conditions to such fees, including A discounted fee shall be charged to any
shared trip (i.e. greater than one passenger) not to exceed 1.5 percent of the total
fare; the city may charge a lower rate for trips taken in zero-emission vehicles;
revenues collected from such a fee would be required to fund transportation
operations or infrastructure and the authority is sunset in 2045.
Colorado SB 213 (2017) De nes an automated driving system, dynamic driving task and human operator.
Allows a person to use an automated driving system to drive or control a function
of a motor vehicle if the system is capable of complying with every state and
federal law that applies to the function that the system is operating. Requires
approval for vehicle testing if the vehicle cannot comply with every relevant state
and federal law. Requires the department of transportation to submit a report on
the testing of automated driving systems.
Colorado SB 239 (2019) Requires the state department of transportation to convene a stakeholder group to
examine the impacts of new and emerging technologies and transportation
business models and make recommendations. The stakeholder group must include
a representative from autonomous vehicles manufacturers and autonomous
vehicles technology companies.
Connecticut SB 260 (2017) De nes terms including “fully autonomous vehicle,” “automated driving system,”
and “operator.” Requires the development of a pilot program for up to four
municipalities for the testing of fully autonomous vehicles on public roads in those
municipalities. Speci es the requirements for testing, including having an operator
seated in the driver’s seat and providing proof of insurance of at least $5 million.
Establishes a task force to study fully autonomous vehicles. The study must include
an evaluation of NHTSA’s standards regarding state responsibility for regulating
AVs, an evaluation of laws, legislation and regulations in other states,
recommendations on how Connecticut should legislate and regulate AVs, and an
evaluation of the pilot program.
Connecticut SB 924 (2019) Amends Connecticut SB 260 (2017 – see above). Eliminates the requirement under
the existing AV pilot program that operators be seated in an AV’s driver’s seat while
testing the vehicle. Instead, it speci es that the operator must be physically inside
the AV in order to cause the automated driving system to engage. The bill also
makes slight changes to the reporting requirements and scheduling for the task
force.
Florida HB 1207 (2012) De nes “autonomous vehicle” and “autonomous technology.” Declares legislative
intent to encourage the safe development, testing and operation of motor vehicles
with autonomous technology on public roads of the state and nds that the state
does not prohibit or speci cally regulate the testing or operation of autonomous
technology in motor vehicles on public roads. Authorizes a person who possesses a
valid driver's license to operate an autonomous vehicle, specifying that the person
who causes the vehicle’s autonomous technology to engage is the operator.
Authorizes the operation of autonomous vehicles by certain persons for testing
purposes under certain conditions and requires an instrument of insurance, surety
bond or self-insurance prior to the testing of a vehicle. Directs the Department of
Highway Safety and Motor Vehicles to prepare a report recommending additional
legislative or regulatory action that may be required for the safe testing and
operation of vehicles equipped with autonomous technology, to be submitted no
later than Feb. 12, 2014.
Florida HB 599 (2012) The relevant portions of this bill are identical to the substitute version of HB 1207.
Florida HB 7027 (2016) Permits operation of autonomous vehicles on public roads by individuals with a
valid driver license. This bill eliminates the requirement that the vehicle operation is
being done for testing purposes and removes a number of provisions related to
vehicle operation for testing purposes. Eliminates the requirement that a driver is
present in the vehicle. Requires autonomous vehicles meet applicable federal
safety standards and regulations.
Florida HB 7061 (2016) De nes autonomous technology and driver-assistive truck platooning technology.
Requires a study on the use and safe operation of driver-assistive truck platooning
technology and allows for a pilot project upon conclusion of the study.
Florida HB 311 (2019) Amends existing Florida law to incorporate SAE terminology adopted by NHTSA and
replace the term “autonomous vehicle” with “automated driving system.” Removes
the requirement that a person possesses a valid driver license to operate a fully
autonomous vehicle and provides that the automated driving system, rather than a
person, is deemed the operator of an autonomous vehicle when operating with the
automated driving system engaged. Autonomous or fully autonomous vehicles
equipped with a teleoperation system may operate without a human operator in
the vehicle when the teleoperation system is engaged and certain requirements are
met.
De nes “On-Demand Autonomous Vehicle Network” as a passenger transportation
network that uses a software application or other digital means to connect
passengers to fully autonomous vehicles, exclusively or in addition to other
vehicles, for transportation, including for-hire transportation and transportation for
compensation. Allows an on-demand autonomous vehicle network to operate
pursuant to state laws with the same insurance requirements applicable to a
transportation network company.
Establishes insurance requirements for fully autonomous vehicles for personal use.
The bill prohibits local governments from imposing a tax, fee, or other requirement
on automated driving systems or autonomous vehicles, and clari es that this
prohibition does not exempt autonomous vehicles from a tax or fee applied to non-
autonomous vehicles. The bill authorizes airports and seaports to charge
autonomous vehicles providing passenger transportation services reasonable
pickup fees.
Authorizes the Florida Turnpike Enterprise to enter into one or more agreements
(including with private entities) to fund, construct, and operate facilities for the
advancement of autonomous and connected innovative transportation
technologies for the purposes of improving safety and decreasing congestion.

Florida SB 2500 (2019) Appropriated $2.5 million for the Tampa Bay Regional Transit Authority, with $1
million dedicated to the study and development of innovative options for transit,
which include, but are not limited to, study of smart city innovations and
autonomous vehicle services.
Florida SB 7068 (2019) Creates the Multi-use Corridors of Regional Economic Signi cance Program within
the department of transportation. The objective of the program is to advance the
construction of regional corridors that are intended to accommodate multiple
modes of transportation and multiple types of infrastructure. The intended
bene ts of the program include, but are not limited to, addressing issues such as:
Autonomous, connected, shared, and electric vehicle technology.
Georgia HB 472 (2017) Speci es that the law prohibiting following too closely does not apply to the non-
leading vehicle in a coordinated platoon. De nes coordinated platoon as a group of
motor vehicles traveling in the same lane utilizing vehicle-to-vehicle communication
technology to automatically coordinate the movement of the vehicles.
Georgia SB 219 (2017) De nes automated driving system, dynamic driving task, fully autonomous vehicle,
minimal risk condition and operational design domain. Exempts a person operating
an automated motor vehicle with the automated driving system engaged from the
requirement to hold a driver's license. Speci es conditions that must be met for a
vehicle to operate without a human driver present in the vehicle, including
insurance and registration requirements.
Hawaii HCR 220 (2019) Requests the Attorney General to convene an autonomous vehicle legal
preparation task force to prepare Hawaii for the legal and regulatory implications
of transitioning to autonomous vehicles.
Illinois HB 791 (2017) Preempts local authorities from enacting or enforcing ordinances that prohibit the
use of vehicles equipped with Automated Driving Systems. De nes “automated
driving system-equipped vehicle.”
Indiana HB 1290 (2018) De nes “Vehicle platoon" to mean a group of motor vehicles that are traveling in a
uni ed manner under electronic coordination at speeds and following distances
that are faster and closer than would be reasonable and prudent without electronic
coordination. The bill clari es vehicle platooning is exempt from the following too
close provisions of three hundred feet. The bill also lays out an approval system for
vehicle platooning in the state, including requiring the person or organization to le
a plan for general vehicle platoon operations with the transportation
commissioner.
Iowa SF 302 (2019) De nes key terms, including “Automated driving system.” A driverless-capable
vehicle may operate on the public highways of this state without a conventional
human driver physically present in the vehicle if the vehicle meets all of the
following conditions: a. The vehicle is capable of achieving a minimal risk condition
if a malfunction of the automated driving system occurs that renders the system
unable to perform the entire dynamic driving task within the system's intended
operational design domain if any. b. While in driverless operation, the vehicle is
capable of operating in compliance with the applicable tra c and motor vehicle
safety laws and regulations of this state that govern the performance of the
dynamic driving task, unless an exemption has been granted to the vehicle by the
department. c. The vehicle has been certi ed by the vehicle's manufacturer to be in
compliance with all applicable federal motor vehicle safety standards, except to the
extent an exemption has been granted for the vehicle under applicable federal law
or by the national highway tra c safety administration.
In the event of an accident in which a system-equipped vehicle is involved, the
vehicle shall remain at the scene of the accident and the vehicle's owner or a
person on behalf of the vehicle's owner shall promptly report the accident to law
enforcement authorities. If a system-equipped vehicle fails to remain at the scene
of an accident or the operation of the vehicle fails to otherwise comply, the
vehicle's failure shall be imputed to the vehicle's owner, and the vehicle's owner
may be charged and convicted of a violation.
De nes an “on-demand driverless-capable vehicle network,” and authorizes such a
network’s operation to facilitate the transportation of persons or goods, including
transportation for hire as de ned in section and public transportation.
Kentucky SB 116 (2018)
Louisiana HB 1143 (2016) De nes "autonomous technology" for purposes of the Highway Regulatory Act.
Louisiana HB 308 (2018) De nes "Platoon" or "platooning" to mean a group of individual motor vehicles,
including any truck, truck-tractor, trailer, semitrailer, or any combination of these
vehicles, utilizing vehicle-to-vehicle communication technology to travel in a uni ed
manner at close following distances. A platoon may be operated if the platoon
operator submits an operational plan. The plan must be approved by the
Department of Public Safety and Corrections, o ce of state police, and the
Department of Transportation and Development and the same agencies may
promulgate rules to implement these provisions. The provisions of this bill do not
apply to the operation of a non-lead motor vehicle in a platoon. The operation of a
platoon is not authorized on a two-lane highway.
Louisiana HB 455 (2019) De nes "automated driving system" as the hardware and software that are
collectively capable of performing the entire dynamic driving task on a sustained
basis, regardless of whether it is limited to a speci c operational design domain.
De nes "autonomous commercial motor vehicle" as a motor vehicle used in
commerce and equipped with an automated driving system, including those
designed to function without a driver. “Commerce" is de ned as transportation for
the purpose of compensation, remuneration, employment, trade, or payment of
anything of value and “commercial motor vehicle" as a motor vehicle or
combination of motor vehicles used in commerce to transport passengers or
property if the motor vehicle has a gross combination weight rating of 26,001 or
more pounds inclusive of a towed unit with a gross vehicle weight rating of more
than 10,000 pounds.
Authorizes autonomous commercial motor vehicles to operate without a
conventional driver physically present in the vehicle if the autonomous commercial
motor vehicle meets all of the following criteria: (1) Is capable of operating in
compliance with applicable federal law and the tra c and motor vehicle laws
including but not limited to applicable laws concerning the capability to safely
navigate and negotiate railroad crossings. (2) Is properly registered and titled. (3) Is
certi ed in accordance with federal law as being in compliance with federal motor
vehicle safety standards and bears the required certi cation label or labels. (4) Is
capable of achieving a minimal risk condition if a failure occurs rendering the
vehicle unable to perform the dynamic driving task-relevant to its intended
operational design domain or if the vehicle exits its operational design domain. (5)
Is covered by motor vehicle liability coverage in an amount not less than
$2,000,000.
Provides that autonomous commercial motor vehicles and automated driving
systems are governed exclusively by new law and the department of transportation
and development is the sole agency with jurisdiction over autonomous commercial
motor vehicles and automated driving systems. Requires a person or entity to
submit a written statement to the department certifying that the vehicle meets the
requirements of new law prior to commencing the operation of an autonomous
commercial motor vehicle without a conventional driver present in the cab. For a
commercial motor vehicle equipped with a teleoperation system without a
conventional driver present in the cab, an owner, a remote driver, or the remote
driver's employer shall submit a written statement to the Department of
Transportation and Development certifying that the vehicle meets the
requirements.
Speci es that when a remote driver is operating a commercial motor vehicle
equipped with a teleoperation system, the remote driver will be considered the
operator of the vehicle for the purpose of assessing compliance with applicable
tra c or motor vehicle laws, including the rules of the road. Requires that the
remote driver hold the proper class of license required for a conventional driver to
operate the vehicle.
Requires that an autonomous commercial motor vehicle or a commercial motor
vehicle equipped with a teleoperation system remain at the scene of an accident
and the operator or any person on behalf of the operator shall comply with the
provisions of existing law relative to contacting the appropriate law enforcement
agency and furnishing all relevant information if an accident occurs.

Maine HP 1204 (2018) This bill created the Commission on Autonomous Vehicles to coordinate e orts
among state agencies and knowledgeable stakeholders to inform the development
of a process to allow an autonomous vehicle tester to demonstrate and deploy for
testing purposes an automated driving system on a public way. The commission
will consist of at least 11 members.
The commission shall A. Develop a recommendation for a process to evaluate and
authorize an autonomous vehicle tester to demonstrate and deploy for testing
purposes an automated driving system on a public way; B. Review existing state
laws and, if necessary, recommend legislation for the purposes of governing
autonomous vehicle testers and the testing, demonstration, deployment and
operation of automated driving systems on public ways; C. Monitor state
compliance with federal regulations as they relate to autonomous vehicles; D.
Consult with public sector and private sector experts on autonomous vehicle
technologies, as appropriate; and E. Invite the participation of knowledgeable
stakeholders to provide written and oral comments on the commission's assigned
duties.
By January 15, 2020, the Commissioner of Transportation shall submit an initial
written report on the progress of the commission and by January 15, 2022, the
Commissioner of Transportation shall submit a nal written report that includes
ndings and recommendations, including suggested legislation, for presentation to
the joint standing committee of the Legislature having jurisdiction over
transportation matters.
Additionally, the Commissioner of Transportation shall adopt rules, in consultation
with the Department of Public Safety and the Department of the Secretary of State,
to establish a process to evaluate and authorize an autonomous vehicle tester to
demonstrate and deploy for testing purposes an automated driving system on a
public way. The Commissioner of Transportation may immediately prohibit an
operator or autonomous vehicle tester from testing an automated driving system if
the Commissioner of Transportation, in consultation with the Commissioner of
Public Safety and the Secretary of State, determines that testing poses a risk to
public safety or that the operator or autonomous vehicle tester fails to comply with
the requirements as established by rule.
Michigan HB 5335 (2018) Creates the Michigan Infrastructure Council within the Department of Treasury. The
council may not propose or fund any government-owned broadband or
telecommunications network to provide service
to residential or commercial premises, however, this prohibition does not apply to
state expenditures for a transportation purpose, including connected vehicle
communication technologies.

Michigan SB 995 (2016) Allows for autonomous vehicles under certain conditions. Allows operation
without a person in the autonomous vehicle. Speci es that the requirement
that commercial vehicles maintain a minimum following distance of 500 feet
does not apply to vehicles in a platoon.
Michigan SB 996 (2016) Allows for autonomous vehicles under certain conditions. Allows operation
without a person in the autonomous vehicle.
Michigan SB 997 (2016) De nes automated driving system. Allows for the creation of mobility research
centers where automated technology can be tested. Provides immunity for
automated technology manufacturers when modi cations are made without the
manufacturer's consent.
Michigan SB 998 (2016) Exempts mechanics and repair shops from liability on xing automated vehicles.
Michigan SB 169 (2013) De nes "automated technology," "automated vehicle," "automated mode,"
expressly permits testing of automated vehicles by certain parties under certain
conditions, de nes operator, addresses liability of the original manufacturer of a
vehicle on which a third party has installed an automated system, directs state DOT
with Secretary of State to submit report by Feb. 1, 2016.
Michigan SB 663 (2013) Limits liability of vehicle manufacturer or up tter for damages in a product liability
suit resulting from modi cations made by a third party to an automated vehicle or
automated vehicle technology under certain circumstances; relates to automated
mode conversions.
Minnesota HB 6 (2019) De nes “platooning system” as a driver-assisted vehicle-to-vehicle technology that

integrates electronic communications between and among multiple vehicles to
synchronize speed, acceleration, and braking while leaving system monitoring and
intervention in the control of each vehicle's human operator. De nes "Vehicle
platoon" as a group of commercial vehicles traveling in a uni ed manner through
the use of a platooning system or systems. A vehicle platoon consists of a lead
vehicle and following vehicles.
A person may apply to the commissioner for approval of a plan to use a platooning
system on freeways and expressways. A platooning system may only be used if a
plan has been approved by the commissioner of transportation, who must consult
with the commissioner of public safety prior to approving the plan, regarding
identi able public safety concerns. A plan is valid for one year from the date of
issuance, unless the plan is for a shorter period of time, in which case the plan is
valid for the shorter time period. The plan must include but is not limited to the
following information: (1) total length of the vehicle platoon; (2) the con guration of
the vehicle platoon, including spacing between vehicles; (3) proposed route and
section of freeway or expressway; (4) proposed time frames the vehicle platoon will
be operating; (5) certi cation that each human driver in the vehicle platoon has a
valid driver's license for the type or class of vehicle being driven; (6) certi cation
that the vehicle height, width, and weight limits are in conformity; and (7) vehicle
identi cation information. The approved plan may include reasonable conditions
and restrictions to ensure public safety, minimize congestion, or prevent undue
damage to roads or structures. The commissioner must approve or deny a plan
within 60 days and provide written notice to the applicant and to the commissioner
of public safety if a plan is denied and list the reasons for the denial.
Vehicle platoons must meet the following requirements: (1) the platoon must not
include more than three vehicles; (2) each vehicle in the vehicle platoon must have
a platooning system installed; (3) while platooning, each vehicle must have the
platooning system engaged; (4) each vehicle in the vehicle platoon must have a
human driver present and in the driver seat who is monitoring performance of the
vehicle at all times and who holds a valid driver's license for the type or class of
vehicle being driven; (5) each vehicle in the vehicle platoon must meet the vehicle
height, width, and weight limits; (6) each vehicle in the platoon must be covered by
minimum liability insurance; and (7) each vehicle in the platoon must have a paper
or electronic copy of the approved plan in the vehicle.
Exempts the following vehicles in a vehicle platoon from the “following vehicle too
closely” law in the state if the operator has an approved plan. A vehicle platoon
must allow reasonable access for the movement of other motor vehicles to change
lanes and enter or exit the roadway.
Mississippi HB 1343 (2018) This bill de nes “Platoon" to mean a group of individual motor vehicles traveling in
a uni ed manner at electronically coordinated speeds at following distances that
are closer than would be reasonable and prudent without such coordination. The
bill also creates an exemption from the state’s following too closely tra c law for
the operator of a nonlead vehicle in a platoon, if the platoon is operating on a
limited-access divided highway with more than one lane in each direction and the
platoon consists of no more than two motor vehicles.
A platoon may be operated in this state only after an operator les a plan for
approval of general platoon operations with the Department of Transportation. If
that department approves the submission, it shall forward the plan to the
Department of Public Safety for approval. The plan shall be reviewed and either
approved or disapproved by the Department of Transportation and the
Department of Public Safety within thirty days after it is led. If approved by both
departments, the operator shall be allowed to operate the platoon ve working
days after plan approval. The Motor Carrier Division of the Department of Public
Safety shall develop the acceptable standards required for each portion of the plan.
Nebraska LB 989 (2018) This bill de nes automated driving system and other relevant terms. The bill states
that a driverless-capable vehicle may operate on public roads in the state without a
conventional human driver physically present in the vehicle, as long as the vehicle
meets the following conditions: (1) The vehicle is capable of achieving a minimal
risk condition if a malfunction of the automated driving system occurs that renders
the system unable to perform the entire dynamic driving task within its intended
operational design domain, if any; and (2) While in driverless operation, the vehicle
is capable of operating in compliance with the applicable tra c and motor vehicle
safety laws and regulations of this state that govern the performance of the
dynamic driving task, including, but not limited to, safely negotiating railroad
crossings, unless an exemption has been granted by the department of motor
vehicles (DMV). The DMV shall consult with the railroad companies operating in the
state when considering an exemption that a ects vehicle operations at railroad
crossings.
Before an automated-driving-system-equipped vehicle may operate on the public

roads, a person must submit proof of nancial responsibility satisfactory to the
DMV that the automated-driving system-equipped vehicle is covered by insurance
or proof of self-insurance that satis es the requirements of the Motor Vehicle
Safety Responsibility Act. Additionally, the bill clari es that a person may operate an
on-demand driverless-capable vehicle network. Such a network may provide
transportation of persons or goods, including: (a) For-hire transportation, including
transportation for multiple passengers who agree to share the ride in whole or in
part; and (b) Public transportation. (2) An on-demand driverless-capable vehicle
network may connect passengers to driverless-capable vehicles either (a)
exclusively or (b) as part of a digital network that also connects passengers to
human drivers who provide transportation services, consistent with applicable law,
in vehicles that are not driverless-capable vehicles.
The Nebraska Rules of the Road shall not be construed as requiring a conventional
human driver to operate a driverless-capable vehicle that is being operated by an
automated driving system, and the automated driving system of such vehicle, when
engaged, shall be deemed to ful ll any physical acts required of a conventional
human driver to perform the dynamic driving task.
The bill also clari es responsibilities In the event of a crash or collision: (1) The
automated-driving-system-equipped vehicle shall remain on the scene of the crash
or collision and the owner of the automated-driving-system-equipped vehicle, if
capable, or a person on behalf of the automated-driving-system-equipped vehicle
owner, shall report any crash or collision.
The DMV is the sole and exclusive state agency that may implement this act. (The
state or any political subdivision shall not impose requirements, including
performance standards, speci c to the operation of automated driving-system-
equipped vehicles, automated driving systems, or on-demand driverless-capable
vehicle networks in addition to the requirements of this act. The state or any
political subdivision thereof shall not impose a tax or other requirements on an
automated-driving-system-equipped vehicle, an automated driving system, or an
on-demand driverless-capable vehicle network, where such tax or other
requirements relate speci cally to the operation of automated-driving-system-
equipped vehicles.
Nevada AB 511 (2011) Authorizes operation of autonomous vehicles and a driver’s license endorsement
for operators of autonomous vehicles. De nes “autonomous vehicle” and directs
state Department of Motor Vehicles (DMV) to adopt rules for license endorsement
and for operation, including insurance, safety standards and testing.
Nevada SB 140 (2011) Prohibits the use of cell phones or other handheld wireless communications
devices while driving in certain circumstances, and makes it a crime to text or read
data on a cellular phone while driving. Permits use of such devices for persons in a
legally operating autonomous vehicle. These persons are deemed not to be
operating a motor vehicle for the purposes of this law.
Nevada SB 313 (2013) Relates to autonomous vehicles. Requires an autonomous vehicle that is being
tested on a highway to meet certain conditions relating to a human operator.
Requires proof of insurance. Prohibits an autonomous vehicle from being
registered in the state, or tested or operated on a highway within the state, unless
it meets certain conditions. Provides that the manufacturer of a vehicle that has
been converted to be an autonomous vehicle by a third party is immune from
liability for certain injuries.
Nevada AB 69 (2017) De nes terms including “driver-assistive platooning technology,” “fully autonomous
vehicle” and “automated driving system.” Allows the use of driver-assistive
platooning technology on highways in the state. Preempts local regulation.
Requires the reporting of any crashes to the department of motor vehicles within
10 days if the crash results in personal injury or property damage greater than
$750. Allows a ne of up to $2,500 to be imposed for violations of laws and
regulations relating to autonomous vehicles. Permits the operation of fully
autonomous vehicles in the state without a human operator in the vehicle.
Speci es that the original manufacturer is not liable for damages if a vehicle has
been modi ed by an unauthorized third party. Allows the DMV to adopt certain
regulations relating to autonomous vehicles. De nes “driver,” for purposes of an
autonomous vehicle, to be the person who causes the automated driving system to
engage. Speci es that the following distance requirement does not apply to a
vehicle using platooning technology. Imposes an excise tax on the connection of a
passenger to a fully autonomous vehicle for the purpose of providing
transportation services. Speci es requirements for autonomous vehicle network
companies, including a permitting requirement, prohibitions on discrimination, and
addressing accessibility. Permits the use of autonomous vehicles by motor carriers
and taxi companies if certain requirements are met.
New SB 216 (2019) Directs the department of safety, division of motor vehicles, to establish a pilot
Hampshire program to test automated vehicle technologies on public roads within the state.
De nes “automated driving system” (ADS) and other relevant terms. There is an
annual fee of $500 from each testing entity participating in the automated vehicle
testing pilot program. A testing entity may test ADS-equipped vehicles on public
roadways of this state only if the testing entity has been approved for testing by the
department after submitting the information required pursuant to this section. The
ADS-equipped vehicle shall only be operated or monitored by trained employees,
or other authorized persons as agents of the testing entity who have received
instruction on the safe operation of vehicle systems. The ADS-equipped vehicle test
driver must hold a valid driver's license.
A testing entity in the automated vehicle testing pilot program may operate an ADS-
equipped vehicle without a test driver or conventional human driver in the vehicle,
if a notice with the following information is provided to the department: (1) An
acknowledgment by the testing entity that the ADS-equipped vehicles in the
automated vehicle testing pilot program are capable of achieving a minimal risk
condition if a malfunction of the automated driving system occurs that renders that
system unable to perform the entire dynamic driving task within its intended
operational design domain. (2) A copy of the testing entity's emergency response
guide, including information on how to instruct law enforcement, re, and
emergency medical personnel on safe interaction with the vehicle in emergency
and tra c enforcement situations. (b) The department shall distribute any
emergency response guide received to all law enforcement, re, and emergency
response personnel with jurisdiction over the geographic area in the vicinity of the
test entity's stated testing area.
The department may suspend or refuse a testing entity's ability to participate in the
pilot program if it nds that: (1) The testing entity's ADS-equipped vehicle had a
signi cant or recurring failure to comply with the rules of the road of this state or
any other state that presented an undue risk to public safety. (2) The testing
company submitted a material misstatement on the materials submitted to the
department. (b) If the department suspends or refuses to renew a testing entity's
ability to test, the department shall provide written notice to the testing entity
within 48 hours, detailing the grounds that led to the department's actions, as well
as speci c actions available to the testing entity to cure. VII. The department shall
provide regular updates on the automated vehicle testing pilot program to the New
Hampshire transportation council.
Establishes an autonomous vehicle advisory commission and details membership,
including two members of the house of representatives and one member of the
senate. The commission shall: I. Advise relevant state agencies and the legislature
on autonomous vehicle administration. II. Develop a training curriculum for law
enforcement and rst responders. III. Review the National Transportation Safety
Board reports on automated vehicle incidents and action recommendations. IV.
Propose modi cations to the automated vehicle testing and development pilot
program. V. Maintain up-to-date information on automated vehicle technology,
statutes, and regulations, and exchange information regarding unique challenges
posed by roads in New Hampshire through interaction with the United States
Department of Transportation and the National Highway and Tra c Safety
Administration. The commission shall report its ndings and any recommendations
for proposed legislation to the legislature, the governor and the New Hampshire
transportation council by November 1 of each year.

New Jersey AJR 164 (2019) Establishes the New Jersey Advanced Autonomous Vehicle Task Force.
New York SB 2005 (2017) Allows the commissioner of motor vehicles to approve autonomous vehicle tests
and demonstrations. Requires supervision from the state police for testing.
Speci es requirements for operation, including insurance of ve million dollars.
De nes autonomous vehicle technology and dynamic driving task. Requires a
report on testing and demonstration.
New York AB 9508 (2018) This bill amends SB 2005 of 2017 (see above) to add additional language regarding
autonomous vehicle demonstrations and tests. Such tests and demonstrations
shall only take place under the direct supervision of the New York state police and
in a form and manner prescribed by the superintendent of the New York state
police. Additionally, a law enforcement interaction plan shall be included as part of
the demonstration and test application that includes information for law
enforcement and rst responders regarding how to interact with such a vehicle in
emergency and tra c enforcement situations.
North Carolina HB 469 (2017) Establishes regulations for the operation of fully autonomous motor vehicles on
public highways of this state. De nes terms. Speci es that a driver’s license is not
required for an AV operator. Requires an adult be in the vehicle if a person under
12 is in the vehicle. Preempts local regulation. Establishes the Fully Autonomous
Vehicle Committee.
North Carolina HB 716 (2017) Modi es the follow-too-closely law to allow platooning.
North Dakota HB 1065 (2015) Provides for a study of autonomous vehicles. Includes research into the degree that
automated motor vehicles could reduce tra c fatalities and crashes by reducing or
eliminating driver error and the degree that automated motor vehicles could
reduce congestion and improve fuel economy.
North Dakota HB 1202 (2017) Requires the department of transportation to study the use of vehicles equipped
with automated driving systems on the highways in this state and the data or
information stored or gathered by the use of those vehicles. Also requires that the
study include a review of current laws dealing with licensing, registration,
insurance, data ownership and use, and inspection and how they should apply to
vehicles equipped with automated driving systems.
North Dakota HB 1199 (2019) De nes "platoon" to mean a group of motor vehicles using vehicle - to - vehicle
communications to travel in a uni ed manner at close following distances on a
multilane, limited-access, divided highway. Clari es that the “following too closely”
law does not apply to the operation of a non - lead vehicle in a platoon.
The department of transportation, in coordination with the state highway patrol
superintendent, must develop an operational plan that provides guidelines for
operating a platoon. The plan must include operational information that must be
provided by a platoon technology provider or commercial motor vehicle operator.
The department may restrict platooning operations in accordance with the
guidelines or the operational information provided in the plan.
2. A platoon may not operate unless the platoon technology provider or the
commercial motor vehicle operator les an operational plan with the department
and the plan is approved for general platoon operations. If the department does
not approve the plan, the department shall inform the platoon technology provider
or commercial motor vehicle operator of the reason for the disapproval and
provide guidance on how to resubmit the plan to obtain approval. 3. A person
operating a motor vehicle in a platoon without an approved plan must be assessed
a one hundred dollar fee. 4. A person operating a motor vehicle in violation of the
guidelines in an operational plan must be assessed a fee of one hundred dollars.

North Dakota HB 1418 (2019) De nes key terms. An autonomous vehicle must be capable of operating in
compliance with all applicable federal and state law, except to the extent exempted
under applicable federal or state law, and may operate on the public highways of
this state in full compliance with all vehicle registration, title, insurance, and all
other applicable requirements under this title. An autonomous vehicle with
automated driving systems engaged does not require a human driver to operate
on the public highway if the autonomous vehicle is capable of achieving a minimal
risk condition in case a system failure occurs which renders the automated driving
system unable to perform the entire dynamic driving task relevant to the vehicle's
intended operational design domain. An individual using an autonomous vehicle is
not driving or in actual physical control of the autonomous vehicle and, therefore,
is exempt from licensing requirements if a. The automated driving system is
completing the entire dynamic driving task; and b. The autonomous vehicle is
capable of achieving a minimal risk condition if a system failure occurs that renders
the automated driving system unable to perform the entire dynamic driving task
relevant to the vehicle's intended operational design domain.
De nes "On-demand autonomous vehicle network" to mean a transportation
service network that uses a software application or other digital means to dispatch
or otherwise enable the prearrangement of transportation with autonomous
vehicles for purposes of transporting persons or goods, including for-hire
transportation, transportation for compensation, and public transportation.
Clari es a person may operate an on-demand autonomous vehicle network. An on-
demand autonomous vehicle network may provide transportation of persons or
goods, including a. For-hire transportation; b. Public transportation; and c.
Transportation for multiple passengers who agree to share the ride.

Oklahoma SB 189 (2019) De nes “platoon” as being a “group of individual motor vehicles traveling in a
uni ed manner at electronically coordinated speeds at following distances that are
closer than would be reasonable and prudent without such coordination”. Exempts
non-lead vehicles in a platoon of not more than two motor vehicles and operators
of such non-lead vehicles from provisions related to certain mandatory distances
that need to be observed by trucks and motor vehicles in general.
Oklahoma SB 365 (2019) De nes “driving automation system” and “dynamic driving task” and preempts local
laws and asserts that only the State may enact laws or regulations regarding the
use of motor vehicles equipped with driving automation systems in Oklahoma.
Oregon HB 4059 (2018) This bill exempts a person operating a vehicle that is part of a connected
automated braking system from the tra c o ense of following too closely.
“Connected automated braking system” is de ned as “a system that uses vehicle-to-
vehicle communication to electronically coordinate the braking of a lead vehicle
with the braking of one or more following vehicles.”
Oregon HB 4063 (2018) This bill establishes a Task Force on Autonomous Vehicles and clari es that the
state Department of Transportation is the lead agency responsible for the
coordination of autonomous vehicle programs and policies. The Task Force will
consist of 31 members, including two members from the Senate and two members
from the House, with each chamber represented by one member of each party.
Members of the legislature appointed to the task force are nonvoting members
and may act in an advisory capacity only.
The task force shall develop recommendations for legislation to be introduced
during the next odd-numbered year regular session of the Legislative Assembly
regarding the deployment of autonomous vehicles on highways. The proposed
legislation shall be consistent with federal law and guidelines and shall address the
following issues: (A) Licensing and registration; (B) Law enforcement and accident
reporting; (C) Cybersecurity; and (D) Insurance and liability.
The task force may study and consider the potential long-term e ects of
autonomous vehicle deployment to be addressed in future legislation, including the
following: (a) Land use; (b) Road and infrastructure design; (c) Public transit; (d)
Workforce changes; or (e) State responsibilities relating to cybersecurity and
privacy.
The task force must submit a report with recommendations for legislation to the
appropriate interim committee of the legislature related to transportation no later
than September 15, 2018.
Pennsylvania SB 1267 (2016) Allows the use of allocated funds, up to $40,000,000, for intelligent
transportation system applications, such as autonomous and connected vehicle-
related technology, in addition to other speci ed uses.
Pennsylvania HB 1958 (2018) This bill de nes a “Platoon” as a group of motor vehicles, buses, military vehicles or
motor carrier vehicles operated by a human traveling in a uni ed manner at
electronically coordinated speeds at following distances that are closer than would
be reasonable and prudent without such coordination. Clari es this does not
include a school bus or school vehicle. De nes a “Highly automated work zone
vehicle” as a motor vehicle equipped either with an automated driving system or
connected by wireless communication or other technology to another vehicle
allowing for coordinated or controlled movement, used in an active work zone as
implemented by PennDOT or the PA Turnpike Commission. Lastly, the bill
establishes the Highly Automated Vehicle Advisory Committee within PennDOT,
which must report annually on their activities and post on PennDOT's website.
South Carolina HB 3289 (2017) Speci es that minimum following distance laws for vehicles traveling along a
highway does not apply to the operator of any non-leading vehicle traveling in a
platoon.
South Dakota HB 1068 (2019) Directs the Transportation Commission to promulgate rules to authorize the testing
and operation of groups of individual motor vehicles traveling in a uni ed manner
(Platooning) at electronically coordinated speeds and distance intervals that are
closer than otherwise allowed under the following too closely laws in the state. The
commission may include in the rules: (1) The procedures for the requesting and
granting of authority for testing and operation; (2) A fee, not to exceed one
hundred dollars, to cover the administrative costs of granting authority for testing
and operation; (3) Reporting requirements; (4) Authorized routes; (5) Authorized
times and periods of operation; (6) Authorized vehicle types; (7) Required vehicle
markings; (8) Driver requirements; (9) Prohibited use related to weather, highway
conditions, special events, tra c incidents, emergencies or other contingencies;
and (10) Any speed, size, and operational restrictions the commission deems
appropriate.
Tennessee SB 598 (2015) Relates to motor vehicles. Prohibits local governments from banning the use of
motor vehicles equipped with autonomous technology.
Tennessee SB 2333 (2016) Allows a motor vehicle to be operated, or to be equipped with, an integrated
electronic display visible to the operator while the motor vehicle's autonomous
technology is engaged.
Tennessee SB 1561 (2016) Rede nes "autonomous technology" for purposes of preemption. De nes "driving
mode" and "dynamic driving task."
Tennessee SB 676 (2017) Permits the operation of a platoon on streets and highways in the state after the
person provides noti cation to the department of transportation and the
department of safety.
Tennessee SB 151 (2017) Creates the “Automated Vehicles Act.” De nes a number of terms. Modi es laws
related to unattended motor vehicles, child passenger restraint systems, seat belts,
and crash reporting in order to address ADS-operated vehicles. Speci es that ADS-
operated vehicles are exempt from licensing requirements. Permits ADS-operated
vehicles on streets and highways in the state without a driver in the vehicle if it
meets certain conditions. Preempts local regulation of ADS-operated vehicles.
Speci es that the ADS shall be considered a driver for liability purposes when it is
fully engaged and operated properly. Makes it a class A misdemeanor to operate a
motor vehicle on public roads in the states without a human driver in the driver’s
seat without meeting the requirements of this Act. Speci es that this Act only
applies to vehicles in high or full automation mode.
Texas HB 1791 (2017) Allows the use of a connected braking system in order to maintain the appropriate
distance between vehicles. Speci es that "connected braking system" means a
system by which the braking of one vehicle is electronically coordinated with the
braking system of following a vehicle.
Texas SB 2205 (2017) De nes a number of terms, including “automated driving system,” “automated
motor vehicle,” “entire dynamic driving task” and “human operator.” Preempts local
regulation of automated motor vehicles and automated driving systems. Speci es
that the owner of an automated driving system is the operator of the vehicle when
the system is engaged and the system is considered licensed to operate the vehicle.
Allows an automated motor vehicle to operate in the state regardless of whether a
human operator is present in the vehicle, as long as certain requirements are met.
Utah HB 373 (2015) Authorizes the Department of Transportation to conduct a connected vehicle
technology testing program.
Utah HB 280 (2016) Requires a study related to autonomous vehicles, including evaluating NHTSA and
AAMVA standards and best practices, evaluating appropriate safety features and
regulatory strategies and developing recommendations.
Utah SB 56 (2018) This bill amended HB 373 of 2015 (see above) to de ne a “connected platooning
system" to mean a system that uses vehicle-to-vehicle communication to
electronically coordinate the speed and braking of a lead vehicle with the speed
and braking of one or more following vehicles.
Utah SB 72 (2019) De nes “connected vehicle” and allows the Department of Transportation, for
roadway operation purposes, to obtain, collect, and utilize anonymized location
data of a connected vehicle.
Utah HB 101 (2019) De nes key terms related to autonomous vehicles. Requires a vehicle equipped
with an automated driving system (ADS) to be properly titled, registered, and
insured. For registration purposes, the owner of an automated vehicle is
considered a “resident” if the vehicle is physically present in the state for more than
30 consecutive calendar days. Declares that an autonomous vehicle or a vehicle
operated by a remote driver cannot be considered unattended. Authorizes the
Division of Consumer Protection within the Department of Commerce to revoke the
registration of an autonomous vehicle under certain conditions.
Exempts platooning systems from prohibitions related to video displays that are
visible to drivers.
Allows the operation of a titled, registered and certi ed automated vehicle on state
highways if certain requirements are ful lled. The automated vehicles need to be
able to be operated in compliance with all applicable tra c and safety laws. Motor
vehicles equipped with a level three ADS, which are required by de nition to have a
fallback-ready user, must be able to achieve a minimal risk condition or make a
request to intervene if a system failure occurs. Motor vehicles equipped with level
four and ve ADS only need to be able to achieve a minimal risk condition when a
system failure occurs.
Exempts a vehicle with engaged ADS from licensure and grants responsibility to the
ADS operator for purposes of assessing compliance with applicable compliance or
motor vehicle laws.
Provides protocol in case of an accident involving an autonomous vehicle. Requires
the owner or a person on behalf of the owner to report the accident, and the
vehicle to remain on the scene. If the owner is not on board, he must communicate
certain information related to the vehicle, the ADS, and the insurance to the
persons involved or a peace o cer.
Includes ADS in the de nition of a transportation network driver under certain
circumstances. Submits the operation of on-demand autonomous vehicle networks
to state laws governing the operation of ground transportation for hire, with the
exception of those laws that “reasonably apply only to a human driver”.
Preempts political subdivisions from regulating autonomous vehicles in addition to
regulation provided in state statute.
Virginia HB 454 (2016) Allows the viewing of a visual display while a vehicle is being operated
autonomously.
Vermont HB 494 (2017) Requires the department of transportation to convene a meeting of stakeholders
with expertise on a range of topics related to automated vehicles. The secretary of
transportation must report to the House and Senate committees on transportation
regarding the meetings and any recommendations related to automated vehicles,
including proposed legislation.
Vermont SB 149 (2019) Adds a new chapter to codi ed law establishing an automated vehicle testing
program and de nes key terms. Grants authority to the Agency of Transportation
to adopt rules to implement this new chapter.
Prohibits the testing of automated vehicles on public state or town highways until
the Tra c Committee (the Committee) approves a permit application for
automated vehicle testers that need to comply with certain criteria. For example, it
is required that during a test an operator is seated in the driver’s seat of the
automated vehicle monitoring the operation of the vehicle and capable of taking
immediate control if necessary. It is also required that the automated vehicle being
tested is clearly identi able by the public.
The Committee has sole authority to approve test permit applications and is
directed to hold a public hearing before approving a permit application. All
modi cations to the operational design domain or permit conditions require a
renewed approval by the Committee. The Committee may approve automated
vehicle tests on state highways and certain town highways. For other town
highways, the committee may approve automated vehicle tests only if
municipalities have preapproved such tests. Directs the Agency of Transportation
to publish an Agency of Transportation’s Automated Vehicle Testing Guide, by
January 1, 2021, that includes a list of municipalities that have preapproved testing
of automated vehicles on certain highways within their geographic boundaries and
to maintain that list updated.
Requires automated vehicle testers to submit an annual report to the Committee
while tests are conducted. Testers are also required to register each automated
vehicle with the Commissioner and submit some proof of insurance of at least
$5,000,000. They must establish and enforce a zero-tolerance policy for drug and
alcohol use by operators and conduct background checks for all operators.
Operators and testers must comply with NHTSA’s standards relating to the testing
of automated vehicles and report to the Agency of Transportation any motor
vehicle crash within 72 hours. Automated vehicle testing permits may be
invalidated for the trip by a law enforcement o cer if there is a violation of any
condition of the test permit or if the o cer determines that the test would be
unsafe. The Committee may also suspend or revoke a testing permit, after having
provided an opportunity for a hearing. Imposes a penalty of not more than
$1,000,000 for operating or testing an automated vehicle in violation of a
suspension or revocation.
Sets the blood alcohol concentration limit to .02 for operating an automated vehicle
during a test.
Washington HB 2970 (2018) The Washington State Transportation Commission must convene an executive and
legislative work group to develop policy recommendations to address the
operation of autonomous vehicles on public roadways in the state. SB 6106 (2018)
appropriated $150,000 for the work group.
Washington, DC B 19-0931 De nes "autonomous vehicle” as "a vehicle capable of navigating District roadways
D.C. (2012) and interpreting tra c-control devices without a driver actively operating any of
the vehicle’s control systems." Requires a human driver "prepared to take control
of the autonomous vehicle at any moment." Restricts conversion to recent vehicles,
and addresses the liability of the original manufacturer of a converted vehicle.
Washington, DC B22-0901 By July 1, 2019, the District Department of Transportation, in consultation, as

D.C. (2018) needed, with the O ce of the Chief Financial O cer or other District agencies or
organizations such as DC Surface Transit, shall make publicly available a study that
evaluates and makes recommendations regarding the e ects of autonomous
vehicles on the District, including: (1) The e ect on the District’s economy, including
economic development and employment; (2) The impact on the District
government’s revenue, including motor vehicle excise taxes, motor vehicle
registration fees, motor vehicle fuel taxes, residential parking permit fees, parking
meter revenue, nes and fees relating to moving infractions or parking, standing,
stopping, and pedestrian infractions, and commercial parking taxes; (3) The impact
on the District’s infrastructure, tra c control systems, road use, congestion,
curbside management, and public space; (4) The impact on the District’s
environment and public health; (5) The impact on public safety in the District,
including the safety of other road users such as pedestrians and bicyclists; (6) The
impact on the District’s disability community; (7) The impact on the various
transportation modes in the District, including mass transit, shared-use vehicles,
and public and private vehicles-for-hire; and (8) The need for and use of
autonomous vehicle data, including data from autonomous vehicle manufacturers
and public and private vehicle-for-hire companies.
Wisconsin SB 695 (2018) This bill de nes a “platoon” as a group of individual motor vehicles traveling in a
uni ed manner at electronically coordinated speeds. This bill creates an exception
for platoons to the tra c law requiring the operator of a motor truck with a gross
weight of more than 10,000 pounds to maintain a distance of not less than 500 feet
behind the vehicle immediately preceding.
Additional Resources
NCSL Resources
Autonomous Vehicle Legisbrief, April 2017

State Legislatures, Jan. 2017 Article
Autonomous Vehicle Legisbrief, February 2014
State Legislatures, March 2013 Article
Transport Report April/May 2014
State Resources
Washington State AV Workgroup

California Department of Motor Vehicles webpage on Autonomous Vehicles
Florida Department of Highway Safety and Motor Vehicles Autonomous Vehicles report (February 10, 2014)
Georgia House Autonomous Vehicle Technology Study Committee report (December 2014)
Iowa Department of Transportation Automated Vehicle Technologies Project Vision Document (March 2017)
Kentucky Transportation Center, Analysis of Autonomous Vehicle Policies (March 2017)
Louisiana Transportation Research Center, Investigation into Legislative Action Needed to Accommodate the
Future Safe Operation of Autonomous Vehicles in the State of Louisiana (October 2016)
Pennsylvania Autonomous Vehicles Testing Policy Task Force (June 2016), Draft Final Report (November 2016)
Vermont Agency of Transportation, Preparing for Automated Vehicles in Vermont (January, 2018)
Other Resources
University of Michigan Transportation Research Institute Survey on Driver Automation Preferences
NHTSA policy on Automated Vehicles
NHTSA Human Factor Evaluation for Automated Vehicles

Governors Highway Safety Association, Autonomous Vehicles Meet Human Drivers: Tra c Safety Issues for
States
Center for the Study of the Presidency & Congress, The Autonomous Vehicle Revolution—Fostering Innovation
with Smart Regulation
RAND Corporation Autonomous Vehicle Technology: A Guide for Policymakers
Automated Vehicle Crash Rate Comparison Using Naturalistic Data: The Virginia Tech Transportation Institute
released a report that assesses driving risk in the United States nationally and for the Google Self-Driving Car
Project by considering crash rates reported to the police, crash rates for di erent types of roadways, and
scenarios that give rise to unreported crashes.
U.S. DOT Volpe Center, How an Automated Car Platoon Works
Lexis Nexis Terms and Conditions
Copyright 2020 by National Conference of State Legislatures

Autonomous Vehicles - Self-Driving Vehicles Enacted Legislation

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Autonomous Vehicles | Self-Driving

Vehicles Enacted Legislation

In 2018, 15 states enacted 18 AV related bills.

NCSL has a NEW autonomous vehicles legislative database, providing up-to-date, real-time

Table: Enacted State Legislation

Type state name

Enacted Autonomous Vehicles Legislation

STATE BILL NUMBER RELEVANT PROVISION

Kentucky SB 116 (2018)

Minnesota HB 6 (2019) De nes “platooning system” as a driver-assisted vehicle-to-vehicle technology that

Before an automated-driving-system-equipped vehicle may operate on the public

Washington, DC B22-0901 By July 1, 2019, the District Department of Transportation, in consultation, as

Autonomous Vehicle Legisbrief, April 2017

Autonomous Vehicle Legisbrief, February 2014

State Legislatures, March 2013 Article

Transport Report April/May 2014

Washington State AV Workgroup

University of Michigan Transportation Research Institute Survey on Driver Automation Preferences

NHTSA policy on Automated Vehicles

NHTSA Human Factor Evaluation for Automated Vehicles

RAND Corporation Autonomous Vehicle Technology: A Guide for Policymakers

U.S. DOT Volpe Center, How an Automated Car Platoon Works

Lexis Nexis Terms and Conditions

Copyright 2020 by National Conference of State Legislatures

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