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Guide to Autonomous Vehicles in the US
The policy, regulatory, and legal landscape governing the development and deployment of autonomous vehicles (AV) in the United States continues to evolve as the technology advances from testing and pilot programs toward broader commercial deployment. Over the past year, AV operations have expanded in multiple markets, drawing increased attention from federal agencies, state governments, and Congress. At the federal level, the Trump Administration has continued to advance an AV policy framework focused on reducing regulatory barriers, encouraging private-sector innovation, and reinforcing U.S. leadership in autonomous mobility and artificial intelligence. While comprehensive federal AV legislation has not yet been enacted, Congressional interest has intensified, with lawmakers increasingly focused on safety oversight, national competitiveness, supply chain resilience, and the role of AI in transportation systems. State governments continue to play a leading role in AV regulation, with ongoing legislative and regulatory activity addressing testing, safety standards, connectivity, insurance, and commercial deployment. As AV activity scales, differences among state approaches have become more pronounced, increasing compliance complexity for developers, manufacturers, and fleet operators operating across jurisdictions. At the same time, laws and regulations governing data privacy, cybersecurity, and artificial intelligence continue to take shape at the state level, intersecting directly with AV development and deployment. These frameworks present both opportunities and challenges for companies across the AV ecosystem, particularly as policymakers place greater emphasis on public trust, data governance, and system resilience. Together, these developments signal a continued period of regulatory evolution, with heightened engagement from Congress, sustained state-level activity, and growing scrutiny of AI-enabled mobility—making proactive policy and regulatory strategy essential for AV stakeholders in the year ahead.
US Executive Summary
State governments continue to play a leading role in AV regulation, with ongoing legislative and regulatory activity addressing testing, safety standards, connectivity, insurance, and commercial deployment. As AV activity scales, differences among state approaches have become more pronounced, increasing compliance complexity for developers, manufacturers, and fleet operators operating across jurisdictions. At the same time, laws and regulations governing data privacy, cybersecurity, and artificial intelligence continue to take shape at the state level, intersecting directly with AV development and deployment. These frameworks present both opportunities and challenges for companies across the AV ecosystem, particularly as policymakers place greater emphasis on public trust, data governance, and system resilience. Together, these developments signal a continued period of regulatory evolution, with heightened engagement from Congress, sustained state-level activity, and growing scrutiny of AI-enabled mobility—making proactive policy and regulatory strategy essential for AV stakeholders in the year ahead.
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Authors
Eric Tanenblatt Co-leader, Global Autonomous Vehicles and Principal, Washington DC and Atlanta eric.tanenblatt@dentons.com
Brett Dorman Senior Managing Associate, Los Angeles brett.dorman@dentons.com
Walker Boothe Associate Managing Director, Atlanta walker.boothe@dentons.com
Josh Benzadon Law Clerk, New York josh.benzadon@dentons.com
Todd Daubert Partner, Washington DC todd.daubert@dentons.com
Jeff Denham Senior Policy Director, Washington DC jeff.denham@dentons.com
Jordan Cooper Managing Director, Washington DC jordan.cooper@dentons.com
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If you would like to see what is going on in the rest of the world, please check out our Dentons 2025 Global Guide to Autonomous Vehicles.
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Federal Overview Developments and Roadblocks
Guide landing page
As AVs increasingly operate alongside human drivers on public roadways across the United States, the federal government continues to develop a more cohesive national framework governing their testing, deployment and commercial integration. Industry and federal projections anticipate millions of automated vehicles on US roads later this decade, driven by the expansion of robotaxi, freight and last-mile delivery operations in various states. As deployment scales, federal lawmakers and regulators are grappling with how best to establish consistent “rules of the road” for original equipment manufacturers, secondary-stage manufacturers, AV developers, technology suppliers, researchers and fleet operators. Federal Legislative Landscape From a congressional perspective, progress toward a comprehensive national AV framework has been slow, though activity has accelerated in recent months. The House of Representatives’ passage of the SELF DRIVE Act and Senate Commerce Committee approval of the AV START Act, both in 2017, set the foundations for autonomous vehicle legislation. Congress renewed substantive AV-related efforts through programs in the Infrastructure Investment and Jobs Act (IIJA), passed in 2021. That law included provisions related to crash avoidance technologies, automatic emergency braking systems and lane-keeping assist systems. The most promising legislative development since 2021 occurred earlier this year, when Congressman Bob Latta, Chairman of the Subcommittee on Energy in the House Energy and Commerce Committee and co-chair of the Congressional Autonomous Vehicle Caucus, introduced the SELF DRIVE Act of 2026. The legislation would amend Title 49 of the US Code to strengthen NHTSA’s authority over vehicles equipped with automated driving systems, establish enhanced safety oversight mechanisms and support continued US leadership in autonomous vehicle innovation. Introduction of the measure followed a series of committee hearings examining the future of the automotive and mobility sectors. Congressional stakeholders anticipate that some form of AV policy language, potentially derived from the Latta framework, could ultimately be incorporated into larger surface transportation reauthorization legislation later this year.
While there is seemingly enough momentum to get something done this Congress, the hyper-partisan environment and tight voting margins make passage uncertain. Longstanding policy sticking points, including federal preemption of state law, commercial trucking applications, arbitration and liability frameworks, cybersecurity standards and safety assurance requirements, continue to complicate negotiations. A February 2026 hearing in the Senate Committee on Commerce, Science and Transportation illustrated that there is bipartisan support for an AV framework, yet these key issues continue to stall forward progress. Because Congress has not yet enacted comprehensive AV legislation, the federal statutory framework remains incomplete, and regulatory authority is concentrated largely within the executive branch. While Congress continues to deliberate, the US Department of Transportation (DOT) and NHTSA have remained the primary drivers of federal AV policy through rulemaking, data collection, safety investigations and deployment guidance. Across the Obama, Trump and Biden Administrations, the executive branch has taken a range of actions on AVs, primarily through the issuance of plans, strategies and guidance documents, though most have not imposed binding legal obligations. During President Trump’s first term, the Administration published three Advanced Notices of Proposed Rulemaking related to Avs, but advanced only one to the proposed rule stage. NHTSA’s NPRM on Occupant Protection for Automated Driving Systems was ultimately finalized under the Biden Administration in 2022 as DOT’s first binding safety rule specific to driverless vehicle design. The Biden Administration also issued a call for public comment on developing a framework for automated driving system safety. NHTSA released a Standing General Order requiring the reporting of incidents involving certain ADS-equipped vehicles, and has amended this order to include greater reporting requirements. Additionally, NHTSA published its first crash data from this order and updated several Federal Motor Vehicle Safety Standards to account for automated vehicles lacking traditional controls, such as steering wheels and pedals. While some of these actions do not create enforceable requirements, they serve as important guideposts for manufacturers, stakeholders and state policymakers in shaping future AV regulatory approaches. In January 2025, the Trump Administration proposed the Automated Driving System Safety, Transparency and Evaluation Program (AV STEP) to increase data-sharing and federal visibility into AV performance. The Administration also introduced updated national guidance, informally referred to as AV Policy 5.0, in April 2025, emphasizing regulatory flexibility, voluntary safety self-assessments, federal-state jurisdictional coordination, global competitiveness (particularly relative to China) and expanded public education initiatives. Through the remainder of 2025 and early 2026, the Trump Administration has focused on building a federal safety and deployment framework for autonomous vehicles while modernizing legacy auto regulations. NHTSA submitted a July 2025 report to Congress detailing its ongoing AV-related rulemakings, demonstrating agency urgency to progress toward a full regulatory framework. In addition, Jonathan Morrison, former NHTSA Chief Counsel, was confirmed as NHTSA Administrator in September 2025. Morrison has previously testified to the need for a safety framework that consists of guidance and regulations for AVs. His confirmation represents the administration’s prioritization of a federal AV regulatory framework that avoids patchwork, state-by-state requirements. In September 2025, NHTSA launched multiple rulemakings to update Federal Motor Vehicle Safety Standards for vehicles with automated driving systems and no manual controls (e.g., transmission systems, windshields, lamps and reflective devices). NHTSA also expanded its exemption authorities, most notably issuing the first demonstration exemption for a US-built robotaxi, and broadened pathways for domestically produced AVs to operate, despite technical noncompliance with older safety rules. Collectively, federal AV activity across Congress and the executive branch reflects a dual-track policy evolution: lawmakers are working, albeit slowly, toward a comprehensive statutory framework, while regulators continue to build an operational oversight regime through targeted rulemaking, safety data collection, software governance and infrastructure investment. Recent developments in 2025 and 2026 signal accelerating federal engagement as automated vehicle deployment transitions from pilot programs to scaled commercial operations.
Artificial intelligence policy remains central to the future of autonomous vehicle (AV) deployment. AV systems rely on increasingly sophisticated AI architectures for perception, prediction and vehicle control. As AI evolves from traditional machine-learning models to multimodal, agentic and edge-enabled systems, AV capabilities – particularly in complex urban environments – continue to advance rapidly. In 2026, the federal policy debate has shifted toward accelerating US AI leadership and global competitiveness. President Trump’s January 2025 Executive Order replaced the prior Biden-era framework and emphasized innovation, reduced regulatory barriers, domestic AI infrastructure and resistance to binding international AI standards. AI development is now closely linked to industrial policy, national security and competition with China. For the AV industry, this policy posture has created a relatively flexible regulatory environment, though safety oversight remains active. The National Highway Traffic Safety Administration (NHTSA) continues to evaluate how to assess AI-driven driving systems through scenario-based testing, simulation, real-world operational data and enhanced reporting requirements. As vehicles increasingly rely on over-the-air software updates and continuously improving AI models, regulators are examining software governance, validation standards and fleet-wide version control. At the same time, AI advancements – such as predictive modeling capable of anticipating occluded hazards and edge computing that enables real-time decision-making – are accelerating commercial deployment in robotaxi, freight and delivery applications. While Congress has not enacted comprehensive AI legislation, policymakers are focused on transparency, export controls, critical infrastructure protection and supply chain security rather than prescriptive algorithmic mandates. States continue exploring AI-related privacy and automated decision-making laws, raising potential preemption and compliance considerations for AV operators. Overall, 2026 reflects growing convergence between AI policy and AV policy: federal leaders are prioritizing innovation and competitiveness, even as regulators work to ensure safety assurance frameworks evolve alongside increasingly autonomous systems.
https://www.verses.ai/news/verses-and-volvo-cars-demonstrate-pedestrian-vehicle-safety-advancement/ https://www.whitehouse.gov/presidential-actions/2025/01/removing-barriers-to-american-leadership-in-artificial-intelligence/ https://www.reuters.com/world/us/trump-appoints-former-paypal-coo-david-sacks-ai-crypto-czar-2024-12-06/ https://www.bbc.com/news/articles/cy4m84d2xz2o https://apnews.com/article/paris-ai-summit-vance-1d7826affdcdb76c580c0558af8d68d2
At the same time, AI advancements – such as predictive modeling capable of anticipating occluded hazards and edge computing that enables real-time decision-making – are accelerating commercial deployment in robotaxi, freight and delivery applications. While Congress has not enacted comprehensive AI legislation, policymakers are focused on transparency, export controls, critical infrastructure protection and supply chain security rather than prescriptive algorithmic mandates. States continue exploring AI-related privacy and automated decision-making laws, raising potential preemption and compliance considerations for AV operators. Overall, 2026 reflects growing convergence between AI policy and AV policy: federal leaders are prioritizing innovation and competitiveness, even as regulators work to ensure safety assurance frameworks evolve alongside increasingly autonomous systems.
One of the more complex legal issues surrounding AVs in the US revolves around questions of liability in the event of an accident. Traditional car accidents often turn on negligence standards relating to human drivers. With AVs, questions remain about whether responsibility will shift away from the driver to the manufacturer, software developers, sensor suppliers, or even network operators. This shift complicates insurance models and legal proceedings, prompting the need for new frameworks. These new realities also complicate the insurance industry around AVs. Car insurance is historically based on risk assessments and premiums on driver behavior and accident history. As AVs advance, manufacturers or fleet operators might carry comprehensive coverage that includes all vehicles in a fleet. Other organizations may experiment with usage-based insurance models that track a vehicle’s operational domain (urban vs. highway), time of day, or miles driven. While these models are already present for human drivers, they could be refined for AVs to incorporate data from the vehicle’s sensors, providing more granular risk assessments.
The laws governing data privacy and cybersecurity in the US continue to pose a challenge to the deployment of autonomous vehicles. AVs collect and process enormous quantities of data, including high-resolution sensor data, GPS coordinates, camera images and even occupant biometrics. This data can be crucial for safe operation, but it may also trigger privacy and security concerns. The data protection laws in the US are comparatively fragmented and often industry-specific, leading to ambiguities about how AV-generated data is collected, stored, shared and used. Recent regulatory enforcement activity concerning connected vehicles also poses challenges for original equipment manufacturers and their suppliers. Privacy enforcement continues to rise in the US, which will ultimately impact how AVs are deployed commercially.
5G networks are the foundation of the AV industry. Thanks to ultra-fast speeds and low latency, 5G promises the ability to share data among AVs, roadway infrastructure, and other vehicles in real-time, creating safer and more connected smart cities. As 5G networks expand across the country, they are facilitating new opportunities for AV integration. Continued investment from government stakeholders, including funding and flexible regulations that promote innovation, signals opportunities for quicker adoption across the AV ecosystem and a US AV industry that is poised for global leadership.1 An autonomous future has been over two decades in the making at the Federal Communications Commission (FCC). In 1999, the FCC allocated the 5.9 GHz spectrum band for use by intelligent transportations systems (ITS), and specifically Dedicated Short-Range Communications (DSRC)-based technologies. Then, after observing that the band was being underutilized by ITS users, the agency reassigned a portion of the band for unlicensed Wi-Fi use in 2020. At that time, the FCC also recognized that ITS services increasingly relied on Cellular Vehicle to Everything (C-V2X) technology instead of DSRC and sought comments on transitioning licensed operations in the band to C-V2X. The primary differences between DSRC and C-V2X are that DSRC is derived from WiFi and allows for only short-range communications; C-V2X is derived from cellular technology and has significantly longer range and improved performance with obstructions. Between 2020 and 2024, the United States Court of Appeals for the District of Columbia and the FCC, respectively, issued a series of decisions that reinforced the nation’s commitment to C-V2X. Most recently, in November 2024, the FCC adopted rules to finalize the transition of 5.9 GHz ITS operations from DSRC to C-V2X. These final rules codify C-V2X technical parameters, including power and emission limits, message prioritization, and channel bandwidth, and set a timeline to complete the transition from DSRC to C-V2X. The rules, which went into effect on February 11, 2025, were adopted in a unanimous decision backed by new Chairman Brendan Carr, who has been a strong advocate for modernizing infrastructure rules to support 5G and autonomous vehicle technologies.
The new technical rules include requirements for: (i) antenna power and height limits applicable to C-V2X roadside units, (ii) power limits for C-V2X on-board units, and (iii) out-of-band emission limits for both roadside s and on-board units. Additionally, the rules prescribe a hierarchal system for prioritizing safety communications. Safety-of-life messages will receive the highest priority, followed by public safety messages, then non-priority messages. The FCC declined to adopt rules that would prohibit the operation of commercial applications in the band. The agency reasoned that it expected the prioritization system to encourage development of safety applications and discourage the development of commercial applications such as paid advertising and marketing messages. Regarding channel bandwidth, the FCC will allow users to combine the band’s 10-megahertz channels into either a contiguous 20-megahertz or 30-megahertz channel without limitation to facilitate development of a broad range of applications and services. The FCC’s most recent action is also notable for what the agency did not do. Specifically, the agency declined to mandate a technical standard for C-V2X. Instead, the FCC said that it would like industry stakeholders to develop a consensus approach to technical standards that align with the technical parameters contained in the rules. Additionally, the agency abandoned a requirement for registered roadside units to designate an intended area of operation, referred to as a “communications zone,” finding that these designations were not necessary to manage congestion. The FCC has required all ITS operations to convert to C-V2X or cease by December 14, 2026. The FCC’s Public Safety and Wireless Bureaus have been instructed to publish filing requirements, if any, for implementing the transition. Prior to the transition’s completion, existing and prospective 5.9 GHz licenses should familiarize themselves with the new C-V2X framework to identify technical and operational changes that their organization may need to implement.
1 https://news.engin.umich.edu/2024/01/off-road-autonomy-automotive-research-center-funded-with-100-million-through-2028/.
Alabama has been active in regulating AVs since it first formed a committee on the subject in 2016. The Alabama Department of Transportation has sole and exclusive jurisdiction over automated driving systems, AVs and teleoperation systems. At present, commercial vehicles are authorized to operate autonomously either with or without a physical driver, as long as a remote driver is capable of operating the vehicle. Since 2017, numerous bills have been considered in the Alabama legislature to regulate AVs. In 2019, Senate Bill 47 was passed and signed into law, which created a framework and codified the rules for commercial AVs to operate in the state. State Senator Gerald Allen has been a strong supporter of AVs and recently introduced and passed Senate Bill 226, which provides requirements for the authorization and use of motor vehicles equipped with an automated driving system. Senate Bill 226 states that an AV can operate in the state if a person submits proof to the Department of Revenue of financial responsibility that the fully autonomous vehicle has a minimum of $100,000 in liability insurance, roughly the same as ordinary cars. Universities in the state have also taken great interest in autonomous technology, with the two largest institutions, Auburn University and the University of Alabama, competing in the Indy Autonomous Challenge. The University of Alabama won in 2021 and 2022. In 2024, the University of Alabama was awarded a $3 million grant to fund a project for a new automated system for school buses. While not fully autonomous, the buses will be equipped with automated acceleration and deceleration, pedestrian detection, emergency braking and assisted driving capabilities.
Auto manufacturing in Alabama has also ramped up operations in recent years due to the rise in popularity of electric vehicles – an investment that will directly impact the AV industry in coming years. In 2022, Mercedes-Benz began production of its all-electric EQE SUV in Alabama. In 2023, Hyundai began manufacturing its new EV, Genesis Electrified GV70 - first Genesis model to be assembled in the US. To help with building this new vehicle, $300 million was invested in the facility, creating about 200 new jobs. Since AVs and EVs are fundamentally connected, these developments may be a precursor of things to come in the industry.
Although Alaska has yet to pass significant legislation regarding AVs, the state continues to move forward with efforts to harness the emerging technology. In 2021, the Alaska Connected and Automated Vehicle Working Group released a strategic plan for connected and autonomous vehicles in Alaska. The working group, housed in the Alaska Department of Transportation and Public Facilities, laid out a near-term, mid-term and long-term focus for the state’s adoption of AV technology. The state’s focus on connected AV technology is logical considering Alaska’s challenging geography and environment. While that environment may prove difficult for autonomous robotaxis and delivery vehicles based on the current state-of-the-art, the communication between infrastructure, a vehicle and other systems would likely provide more efficient and safe transportation in Alaska. However, this challenging environment also generates opportunities in this space. In 2023, the world’s first autonomous ocean mapping mission of Alaska was completed. The Saildrone Surveyor SD 1200 mapped 4,739 nautical miles of unknown seafloor around Alaska’s Aleutian Islands. This region is notorious for severe weather that prevents most crewed survey vessels from entering. The state also began trials in 2023 of an unmanned aircraft developed by Merlin to deliver goods to underserved communities around the state. The company was awarded a $1 million contract from the FAA to demonstrate this technology in the state. In 2025, Alaska will also host the Global Autonomous Systems Conference. This event will showcase how Alaska is forging the future of advanced technologies.
Finally, although electric vehicles have experienced some issues in Alaska due to the cold and harsh environment, that is not stopping municipalities from adding electric vehicles to their suite of vehicles. For example, the state’s capital, Juneau, has bought seven new electric buses for the city.
Arizona has long been one of the nation’s leaders in AV research, deployment and acceptance. The historically welcoming nature of Arizona’s AV regulatory structure has now solidified the state’s standing as a hotbed of AV innovation. In 2024, the Arizona Department of Transportation announced a public-private partnership to install 405 miles of fiber-optic infrastructure along key interstates, including I-40, I-19 and I-17. This infrastructure aims to enhance vehicle connectivity, improve traffic management systems, and support autonomous and connected vehicle technologies. The project also extends broadband connectivity to rural and tribal areas, fostering inclusivity in technological advancements. In the same year, Aurora Innovation unveiled plans to expand its autonomous trucking operations into Phoenix, leveraging Arizona’s AV-friendly policies. This expansion will transition Aurora’s operations from testing to commercial services, with a focus on highway routes for driverless semi-trucks. Arizona’s regulatory framework and infrastructure investments continue to attract major players in autonomous trucking and logistics. Waymo is expanding its robotaxi fleet, producing 2,000 new self-driving SUVs at a new factory in Arizona. These vehicles can begin service within 30 minutes of production, enhancing operational efficiency.1
Arizona’s rise to prominence in the AV space began with a series of executive orders signed by former Governor Doug Ducey. These efforts led to the state legislature codifying an AV framework in 2021, which formally outlines the requirements for AVs to operate in the state. The framework provides operators and owners with guideposts concerning accidents, taxes, operational requirements and permitting processes. Under this framework, fully autonomous vehicles may operate with the system engaged on public roads, without submitting supporting documents, as long as there is a licensed driver ready to take over the driving task, where necessary. In 2022, the Arizona legislature passed two bills addressing AVs. The first was House Bill 2273, which allowed transportation networks to use AVs, and the second was House Bill 1333, which outlined rules concerning “Neighborhood Occupantless Electric Vehicles,” such as autonomous delivery devices. These bills provided certainty to autonomous technology companies looking to join Arizona’s AV industry. As AV technology evolves, Arizona will likely remain at the forefront of fostering innovation, cementing its status as a leader in this transformative transportation sector.
1 https://www.sfchronicle.com/bayarea/article/waymo-robotaxi-factory-20310951.php?utm_source=chatgpt.com
Arkansas first addressed the use of AVs in 2019 when it created an AV pilot program overseen by the State Highway Commission. Two years later, in 2021, the state legislature unanimously passed House Bill 1562, which transitioned the pilot program into a formal AV program. The law also introduced the concept of an On-Demand Driverless Vehicle Network, which would create the operation of a vehicle network that connects AVs to consumers for goods delivery or transportation. The State Highway Commission remains responsible for overseeing the implementation of this law. The state also allowed Driver Assistive Truck Platooning (DATP) under legislation that took effect in 2017. This legislation permits vehicle-to-vehicle communication in order to sync with the vehicle’s acceleration and braking systems, while leaving the steering to each individual driver. This process allows for quicker response times to an emergency braking event. House Bill 1321 amended this law in 2023 and now requires a human operator in only the lead vehicle of an autonomous trucking platoon. Previously, each truck in the autonomous trucking platoon needed a human operator. Tyson Foods is teaming up with autonomous vehicle maker Gatik to test a driverless truck route in the state. These trucks will be used to make short deliveries from a production plant to multiple cold storage facilities. In 2024, Arkansas continued its proactive approach to autonomous vehicle development by implementing AV pilot programs under the framework of Arkansas Act 468. This law allows AV testing on public roads, including those operated by remote systems. Initially, programs require a human operator to be present, but applications can be submitted for fully autonomous operations after six months.
2024 also saw an expansion of commercial involvement in the state. Kodiak, along with several other autonomous trucking adopters, established an advisory council on autonomous trucking. Walmart, Werner and UPS joined the council. Former Kodiak COO and current Walmart VP of Transportation Development James Reed chair the group. Arkansas is also improving STEM education and workforce readiness to support AV and EV growth in the state. 2024 initiatives included the development of an Institute for Advanced Mobility at the University of Arkansas and state legislation to attract advanced mobility projects. Finally, Arkansas began collaborating with private companies and municipalities to accelerate smart inspection solutions using technologies such as drones and autonomous systems.
California continues to be a national leader in AV development, combining innovation with a robust regulatory framework to balance safety and technological advancement. The past year saw significant milestones that underscore the state's commitment to advancing AV technology. In 2024, California introduced and debated key pieces of legislation affecting the AV landscape. Senate Bill 915 was introduced and proposed requiring AV services to obtain explicit authorization from local ordinances before operating in any jurisdiction. Another law, Assembly Bill 1777, creates a process that will take effect in July 2026 and gives law enforcement the ability to cite vehicles via a notice of non-compliance sent to the AV company, which then has a duty to report such notice to the DMV within 72 hours. The new rule also standardizes communication and interaction with emergency crews by requiring a dedicated phone line to AV companies for first responders, as well as two-way interior and exterior communication systems so nearby first responders can communicate with the vehicle. Autonomous commercial vehicles with a gross vehicle weight exceeding 10,000 pounds are excluded from the rule. California saw significant developments regarding autonomous commercial trucks in 2024. Governor Newsom vetoed a bill that would have prohibited the operation of an autonomous commercial truck over 10,000 pounds without a “human safety operator physically present” in the vehicle during operation through 2030. The California Department of Motor Vehicles also unveiled draft regulations in August 2024 that would offer the nation’s first comprehensive standard for the operation of autonomous commercial vehicles over 10,000 pounds and update existing rules for the testing and deployment of light-duty AVs on California public roads. for autonomous trucking, targeting vehicles weighing more than 10,000 pounds. These rules mandate human oversight during initial testing phases, with the potential for fully autonomous operations in the future. This initiative aims to address supply chain efficiency and safety concerns, but has sparked debates around labor impacts. California is also in the midst of reviewing its regulatory structure as it relates to the deployment of autonomous farming equipment. In November 2024, California’s Division of Occupational Safety and Health (Cal / OSHA) established an advisory committee of stakeholders to examine agency regulations around the use of autonomous agricultural equipment, including autonomous tractors. Current Cal/OSHA regulations require that self-propelled equipment used in agriculture have an operator stationed at the controls.
Commercial expansion of autonomous robotaxis also continued in the state. Waymo expanded operations in San Francisco and Los Angeles. But this expansion did not come without further regulatory scrutiny as the California Public Utilities Commission (CPUC) introduced stricter incident reporting requirements in 2024, mandating detailed accounts of collisions, stoppages and traffic violations. These measures were prompted by high-profile incidents, including accidents involving robotaxis. California remains a hub for AV innovation with the rollout of Level 3 autonomous systems such as Mercedes-Benz’s Drive Pilot. Legally operable in California, this system allows limited self-driving functionality on certain freeways, representing a step forward in commercial AV deployment. To support AV growth, California has continued investing in infrastructure. Public-private partnerships are advancing connectivity and safety measures on highways, including the integration of AV technology with existing road networks. These efforts aim to maintain California's position as a pioneer in the AV space. Recent developments highlight California's leadership in fostering a balanced and forward-looking AV ecosystem, addressing challenges while promoting innovation. In May 2025, the California Public utilities Commission approved Waymo's request to expand its driverless ride-hailing service across much of San Jose and the South Bay. California’s Department of Motor Vehicles (DMV) advanced a major rulemaking that would open a permitting pathway for heavy-duty autonomous vehicles and add new light-duty requirements, including updated reporting and enforcement tools. After a December 2025 comment window, DMV opened a second 15-day comment period ending February 5, 2026, reflecting technical changes made in response to prior feedback.
Colorado has welcomed AVs in the state since at least 2017, when legislation was passed that allows driverless vehicles to operate in the state so long as they comply with existing state and federal laws. Legislation passed in 2019 further authorized the Colorado Department of Transportation (CDOT) to convene a working group to examine the impact of technology, including autonomy, on transportation business models. The group made its recommendations to the legislature in 2019. The CDOT is supporting connected technology and has equipped miles of Colorado highways with roadside units that utilize both vehicle-to-vehicle and vehicle-to-infrastructure communication. In 2022, the CDOT partnered with a private firm to provide 150 roadside units and expand its connected vehicle program. There was no legislation brought forth by the Colorado legislature in 2023 regarding AVs; however, the US Department of Transportation increased funding for AV technology development through the Strengthening Mobility and Revolutionizing Transportation (SMART) grant program, and the CDOT was awarded part of $94 million in funding, along with several other states.
Governor Jared Polis vetoed HB25-112 on May 29,2025. the Bill would have required an in-cab commercial driver for autonomous commercial vehicles. Governor Polis argued this bill would have stifled innovation. HB 1122.
Connecticut currently has a framework in place that permits the testing of AVs. To comply with Connecticut’s regulatory framework, operators must undergo a multistage approval process, and testing is only allowed in select municipalities. Connecticut loosened its restrictive framework by allowing operators to not be in the driver’s seat as long as they are physically inside the AV to engage the system. The state has also established a task force to study fully autonomous vehicles. In 2022, the state legislature passed a bill permitting and creating regulations for platooning. In 2021, the Connecticut Department of Transportation (CTDOT) released a “Strategic Plan” for the adoption of Connected Autonomous Vehicle Technology. CTDOT has made a strategic decision to focus its efforts on connected AV technology instead of pushing autonomous-only projects. While 2023 did not bring any new legislation regarding AVs, Connecticut passed SB 1103, a bill concerning artificial intelligence. The bill prohibits the state from implementing any system that uses Al unless an impact assessment has been conducted to make sure the system will not result in any unlawful discrimination and established a 21-member working group to make recommendations to the General Law Committee.
In 2024, The University of Connecticut (UConn) was pivotal in advancing autonomous vehicle technology within the state. According to a recent report from CT Insider, UConn is developing a dedicated smart car track at its Depot Campus. This facility aims to support research, testing and development of AV technologies in a controlled environment. The track is part of the university’s broader commitment to fostering innovation in transportation and mobility systems, complementing Connecticut's regulatory and strategic focus on connected AV technologies.
Delaware has yet to pass any major AV legislation or see any significant public investment from the AV industry. In 2017, Governor John Carney signed an executive order to establish an Advisory Council on Connected and Autonomous Vehicles. The Advisory Council was tasked with developing recommendations for innovative tools and strategies that can be used to prepare Delaware’s transportation network for connected and autonomous vehicles. The Advisory Council’s final report was submitted a year later in 2018, but it did not spur any successful legislation. Delaware is in the process of adding artificial intelligence to the operation of all traffic signals in the state. The system involves traffic lights, cameras and sensors, along with data obtained from weather stations and emergency responder channels. Artificial intelligence will ultimately make traffic management decisions based on the data collected and processed. In 2024, Delaware took significant steps in regulating AVs, particularly focusing on large AVs. The Delaware General Assembly introduced Senate Bill 258, which aims to prohibit the operation of autonomous vehicles weighing more than 10,001 pounds on state highways without a human safety operator physically present within the vehicle. This legislation targeted the testing, transportation of goods and passenger services involving such heavy AVs. However, the bill failed in the Delaware House. This legislation reflects Delaware’s cautious approach to integrating autonomous vehicle technology, emphasizing safety and thorough evaluation before broader deployment.
In 2019, Florida began allowing AV testing on public roads without a human operator in the vehicle. Soon after, autonomous trucking took off in the state, with several companies expanding their service. In 2022, Kodiak Robotics, a leader in autonomous trucking, expanded service along the I-10 corridor to Jacksonville, Florida. After beginning service, Kodiak carried freight nearly 5,600 miles from San Antonio, Texas, to the San Francisco Bay Area, to Jacksonville, Florida, and then back to San Antonio. In 2021, The Florida legislature passed House Bill 1289, which legalized and developed a framework for autonomous delivery vehicles. At the University of Florida, two driverless shuttles are operating with Yunex on-board units that communicate with roadside units to create a connected AV network. Orlando, Florida debuted a self-driving shuttle in 2023 that takes passengers around a one-mile loop in the downtown area. This autonomous shuttle service is operated by Beep Inc. The company operates self-driving routes in several cities across the US, but is based in Orlando. Also in 2023, the Suntrax test facility opened in Florida. It sits on 475 acres and has a 2.25-mile-long track. This multi-lane track is the only high-speed autonomous vehicle testing facility in the Southeast United States. Later that year, Waymo, an autonomous robotaxi company, began testing its vehicles on Miami streets. These rides are in autonomous mode, but have an operator inside at all times. The tests are intended to improve autonomous driving in wet conditions.
In 2024, Senate Bill 1580 sought to mandate that a licensed human operator be physically present in fully autonomous vehicles exceeding a certain gross vehicle weight when operating on public roads for specific purposes. It also required manufacturers of these AVs to report pertinent information to the Department of Highway Safety and Motor Vehicles at designated intervals. However, the bill did not advance past the Transportation Committee. An important AV development in 2024 included the establishment of Florida’s first autonomous vehicle manufacturer Holon, which broke ground in October on a factory that could employ more than 1,000 people. In addition, Waymo is now operating its robotaxi program in Miami's Downtown, Brickell, Edgewater, and other suburbs of Miami.
Georgia allows the operation of both AVs and trucks under legislation passed in 2017. Driverless vehicles are free to operate in the state, so long as they are fully insured and lawfully registered. In Northwest Atlanta, the Cumberland Community Improvement District (CID) began an autonomous shuttle service, transporting riders to popular locations in the area, including Truist Park, where the Atlanta Braves play. There are several other autonomous shuttle routes in the surrounding Atlanta area, including a shuttle that traverses a 1.5-mile track in Peachtree Corners and another airport project that will begin testing in the near future. During the 2022 legislative session, Georgia lawmakers passed House Bill 1009, which permits the introduction of autonomous delivery vehicles in the state. 2023 brought autonomous robotaxi testing to the state, as well as a new autonomous shuttle in an Atlanta suburb. It also attracted several EV auto manufacturers to the area, which has been a focal point for Governor Brian Kemp during his second term as governor. Companies including Hyundai, Rivian and SK Innovation, along with many suppliers, have all broken ground on new facilities, with Hyundai’s Metaplant projected to be one of the largest EV plants in the country.
In 2024, Waymo, Alphabet's self-driving unit, expanded its partnership with Uber to include Atlanta. Starting in early 2025, Waymo's autonomous vehicles will be available exclusively in the city through the Uber app. Uber will manage fleet maintenance and operations, while Waymo will provide the autonomous vehicles and handle roadside assistance and customer service. Waymo also announced a multiyear strategic partnership with Hyundai to integrate the Hyundai Ioniq 5 into Waymo's robotaxi fleet. The vehicles will be produced at Hyundai's Metaplant factory in Georgia, with on-road testing of Waymo's self-driving technology slated to begin in late 2025. Lastly, In September 2024, May Mobility, in partnership with T-Mobile, launched an autonomous shuttle service in Peachtree Corners, Georgia. This service operates along Technology Parkway, offering on-demand rides to residents and visitors, and is powered by T-Mobile's 5G network to enhance real-time connectivity and performance. Waymo announced and began expanding its AV service footprint in Atlanta during summer 2025.
In 2020, Governor David Ige signed House Bill 2590 into law, creating a pilot program within the Hawai’i Department of Transportation (HDOT) to allow for AV testing on Hawai’i public roads. The law requires that a conventional human driver be physically present in the vehicle at all times to supervise the vehicle and prevent collisions, if possible. The passage of the law was due to the efforts of the Hawai’i Autonomous Vehicle Task Force, which included Dentons Partner Bill Kaneko. Hawai’i represents a unique environment for AV testing and deployment. The combination of an insulated traffic environment, relatively short commuting routes, a smaller population and a limited number of weather and road variables should make Hawai’i an attractive AV testing environment. In 2023, the Hawai’i Department of Transportation, in collaboration with the University of Hawai’i, launched its first autonomous shuttle. The shuttle runs every 30 minutes and makes 11 stops throughout the University of Hawai’i campus.
In 2024, The Hawai`i Department of Transportation launched its first autonomous electric shuttle at the Daniel K. Inouye International Airport. The shuttle can hold 11 passengers, including a shuttle attendant. During the 18-month pilot project, HDOT and its partners will evaluate ways to increase overall efficiency of the intra-airport transportation service.
In 2018, Idaho Governor C.L. “Butch” Otter signed Executive Order 2018-01, creating the Autonomous and Connected Vehicle Testing and Deployment Committee. The Committee’s charge is to identify relevant state agencies to support the testing and deployment of autonomous and connected vehicles within the state. The Committee submitted its report in November 2018. However, the report has yet to spur any successful legislation or additional executive action relating to autonomous or connected vehicles.
The state’s AV history began with an executive order signed October 25, 2018 by former Governor Bruce Rauner, which allowed AVs to operate in the state. The order established the Autonomous Illinois Testing Program, overseen by the Illinois Department of Transportation. This order permits AVs to operate within Illinois with an employee of the manufacturer behind the wheel. In 2023, four bills were proposed to define AVs and set safety standards. The first, SB306, would allow AVs to operate if a human is physically present and has the ability to monitor the vehicle’s performance and intervene if necessary. The second bill, SB1471, would create an Automated Driving Systems Review Committee and allow Level 2 AVs to be sold, but prohibit the sale or operation of AVs classified as Levels 3, 4 or 5. The third proposed bill, HB2913, would make the manufacturer liable for incidents where the AV is at fault for that incident. The last proposed bill, HB3245, would require that a dealer or manufacturer not sell any new passenger vehicle that is equipped with any partial driving automation feature without giving notice of the functions and limitations of the features. All four of these bills are still pending in the Illinois legislature.
There continues to be stakeholder movement in the AV space as well. The Illinois Autonomous Vehicle Association (IAVA), a group of stakeholders and interested parties, has partnered with the Smart Transportation Infrastructure Initiative at the University of Illinois Urbana-Champaign in announcing plans to build the Illinois Autonomous and Connected Track (I-ACT). The I-ACT will cover 430 acres of the former Chanute Air Force Base in Rantoul, Illinois. The project has already received support from the city, the university community and the Illinois Department of Transportation. The Illinois legislature considered bills such as HB3044 and HB1839 that address AV operations and restrictions. These bills remained active during the 2025 session but have not yet been enacted. HB3044. HB1839.
While Indiana does not have any current laws or regulations regarding autonomous passenger vehicles, truck platooning has been regulated in the state since 2017. There have been efforts in the past to create an autonomous task force with the power to approve the operation of fully driverless vehicles in the state, but all have failed to garner enough support to pass into law. The Indianapolis Motor Speedway, the Energy Systems Network and multiple other stakeholders have worked together to introduce the Indy Autonomous Challenge (IAC). This challenge features college and university teams from around the world in an autonomous race around the Indianapolis Motor Speedway. All teams utilize the same Dallara-produced AV-21 retrofitted for autonomation. The teams are responsible for loading software capable of putting cars across the finish line first over 20 miles, averaging at least 120 miles per hour. In 2024, the IAC introduced the IAC AV-24 at the Consumer Electronics Show in Las Vegas. This advanced platform features 360-degree long-range lidar vision, 4D radar perception and a high-fidelity "digital twin" simulation environment, enabling AI drivers to operate vehicles safely at speeds exceeding 190 mph. In September, the IAC hosted a head-to-head autonomous race at the historic Indianapolis Motor Speedway. The event featured teams from 18 universities across five countries, showcasing the latest in high-speed autonomous racing technology.
Senate Bill 57, was introduced in 2024, but ultimately failed. The bill would have mandated that an automated commercial motor vehicle may not be operated on a highway to transport passengers or goods unless a human operator is physically present.
Iowa allows driverless vehicles to operate on public highways without a conventional human driver physically in the vehicle if they meet a set of conditions, including that the vehicle is capable of achieving a minimal risk condition in the event of a malfunction and that the vehicle is capable of operating in compliance with the applicable traffic and motor vehicle safety laws and regulations. In 2019, Iowa passed Senate File 302, establishing more regulation for autonomous vehicles, including terms for insurance, liability and penalties. Iowa also authorizes on-demand driverless-capable vehicle networks to facilitate the transportation of persons or goods, including transportation for hire. In 2021, the Iowa Transportation Department issued rules that guided the implementation of Senate File 302. The John Deere factory assembly line in Waterloo, Iowa, has been producing autonomous tractors for several years. Autonomous tractors bring the technology to corners of the country where consumers may not expect to find it.
A team at the University of Iowa is one of the few research institutions to study automated vehicles on gravel. The project is called Automated Driving Systems (ADS) for Rural America. The team is testing the use of automated driving technologies on rural roadways to examine and understand the unique needs of rural environments. The University of Iowa is one of the only places testing self-driving vehicles on rural roads. In October 2024, the National Science Foundation awarded $600,000 to the University of Iowa for pioneering research aimed at enhancing AV safety. This project focuses on developing advanced algorithms to improve vehicle perception and decision-making processes, thereby increasing the reliability of AVs in complex driving environments. During 2024, Senate Bill 2218 was introduced and failed. The bill would have required human drivers to be physically present in certain driverless-capable vehicles.
In 2018, the Kansas Department of Transportation created the Statewide Connected and Autonomous Vehicle Task Force to increase awareness and educate state agencies about the process of deploying connected AV systems in Kansas. In 2019, the task force released a strategic plan to introduce connected AV technology in Kansas. In 2022, Kansas adopted a full legal framework surrounding the operation of AVs within the state with the passage of SB 313. “Driverless-capable vehicles” are now allowed to operate on public roads if they can reach a minimal safety condition, comply with state and federal laws and regulations, do not exceed a weight limit of 34,000 lbs. on tandem axles and have a human driver in the vehicle for the first 12 consecutive months the vehicles operate in the state. Vehicles are exempt from the human-driver requirement if they lack controls or are not designed for human occupancy. Driverless-capable vehicle owners must submit an interaction plan to the Kansas Highway Patrol before the vehicles operate on public roads in Kansas.
Kansas is already seeing an investment in the industry. Autonomous truck provider Gatik is deploying AVs alongside Walmart and other key stakeholders in the state, including the Kansas Department of Transportation, the House and Senate and the Kansas Sheriffs Association. Additionally, Panasonic announced it will start building a new battery plant in Kansas and aims to begin mass production by March 2025.
Kentucky passed legislation in 2018 permitting commercial vehicles to operate in a platoon so long as there is a licensed driver behind the wheel and a marker designating that the vehicle is part of a platoon. In 2023, the state voted on HB 135, which would have established a regulatory framework for the operation of fully autonomous vehicles on public highways. The bill also established requirements for AVs. The bill passed the Kentucky House and Senate, but was vetoed by Governor Andy Beshear. The governor thought the bill did not address safety concerns and explained that the state needed more time to carefully study the technology.
The 2024 Kentucky legislative session brought a new focus on autonomous vehicles. The Kentucky legislature passed HB 7, which established a regulatory framework for the operation of fully autonomous vehicles on public highways. The bill also established requirements for AVs. The legislature overrode Governor Andy Beshear’s veto, and now the state has legally paved the way for autonomous vehicles on its roadways. Another piece of legislation debated in the Kentucky House was House Resolution 36, but this legislation failed. The bill would have established an Autonomous Vehicle Task Force.
Louisiana passed legislation in 2019 governing the operation of autonomous freight carriers and other autonomous commercial vehicles. This law permits the operation of autonomous truck platoons and specifically authorizes autonomous commercial motor vehicles to operate without a conventional driver physically present in the vehicle if the autonomous commercial motor vehicle meets a set of criteria, including that the vehicle is capable of operating in compliance with applicable law and is capable of achieving a minimal risk condition in the event of an emergency. Louisiana passed further legislation in 2021 permitting the operation of autonomous personal delivery devices within the state, limiting such devices to 20 miles per hour at most, requiring that an employee be able to monitor and control the device and requiring that any business operating such a device maintain an insurance policy with coverage not less than $100,000. The law also allows local governments to further restrict delivery devices in their jurisdictions.
Louisiana passed additional legislation in 2022 exempting vehicles intended to be operated exclusively by an autonomous driving system from requirements that are not applicable to those vehicles. Louisiana enacted HB519 (Act 288), effective August 1, 2025. The law defines 'autonomous vehicle' within its hands-free driving statute, clarifying its applicability. HB519.
Maine does not have any laws or regulations pertaining to AVs. Legislation authorized in 2018 created a Commission on Autonomous Vehicles to coordinate efforts among state agencies and knowledgeable stakeholders to develop a process for testing automated driving systems on public roads. The law requires that the Commission issue a final report containing findings and recommendations, including suggested legislation. Additionally, Governor Paul LePage signed an executive order creating the Maine Highly Automated Vehicles Advisory Committee to oversee the introduction of highly automated vehicles.
While there have been pushes for AV legislation in recent years, none have succeeded. Maine still has no standards for the registration of AVs, nor for the licensure of AV operators. In 2024, The University of Maine’s VEMI Lab was featured for its research into further integrating human needs into autonomous vehicle technology. Much of the research is based on the idea that the technology and safety improvements associated with autonomous vehicles are great, but are developed without a sense of what a real human might need. VEMI’s Autonomous Vehicle Research group focuses on applications in rural communities, which make up most of Maine, for users with limited to no vision and with limited mobility, such as older adults.
The Maryland Connected Autonomous Vehicles Working Group was formed in 2015 as the central point for coordinating statewide connective and autonomous vehicle efforts. In 2017, the Maryland Department of Transportation adopted regulations for AV testing, including an approval process for all testing on public roads. The state released its Connected and Autonomous Vehicles Strategic Framework in 2020. This report established the state’s thinking about connected and autonomous vehicles and the ways in which partners can support the state’s goals and overarching focus areas for resources. Its framework invited public and private partners to consider connected and autonomous vehicle systems and evaluate how emerging technology can be integrated into and change their future objectives and plans. The state passed AV-adjacent legislation in 2021 that allowed for truck platooning and empowered the state to create regulations to carry out the law. In the private space, the Maryland Autonomous Technologies Research Innovations and eXploration lab (MATRIX) is sponsored by the University of Maryland and gives students a personal look at the future of autonomy. These students work alongside several AV companies that utilize the space.
House Bill 1447 was introduced in 2024 and backed by the Maryland teamsters, but failed. The bill would have required a human operator in large commercial vehicles. 2024 also brought increased testing for AVs in the region. Waymo began testing self-driving cars in the Washington, DC area, and while this is not in Maryland, it represents broader regional interest in autonomous vehicles. Maryland filed SB 0909 (cross-filed with HB 1295) on February 6, 2026, creating statewide standards for fully autonomous vehicles and specifying that certain AV-collected data is subject to Maryland’s Online Data Privacy Act treatment. The bill is assigned to Judicial Proceedings and lists an effective date of October 1, 2026 if enacted.
While the State of Massachusetts has yet to pass a comprehensive framework concerning AVs, prior executive orders issued by Governor Charlie Baker established a process for testing AVs within the state. An additional executive order established an Autonomous Vehicles Working Group. In the past two years, multiple bills have been introduced in the legislature to regulate AVs on a more comprehensive basis, but none have passed. Despite a lack of public movement on AV regulation, within the private space, Massachusetts could become a hotbed for AV research and testing, as researchers and students at the Massachusetts Institute of Technology, among other educational institutions, are closely studying AVs and their related technologies.
The Massachusetts state legislature introduced a series of bills in 2023 that would have regulated autonomous vehicles and collectively provided a regulatory framework. The bills would have allowed autonomous vehicles to operate on Massachusetts roads, but only if they are electric and produce net-zero carbon emissions. There is some information missing in the next sentence. Last year’s edition said “These bills are currently pending in the Joint Committee on Transportation.” So an update on their status is required. Several bills, including S.2379 and H.3634, advanced through committees in 2025 to define AV operations. Separately, the Boston City Council introduced an order requiring human safety operators for AVs. S.2379. HB 3634.
Michigan approved legislation in 2016 permitting pilot testing of AVs. The state is also home to several large testing facilities, including the University of Michigan-owned Mcity. These projects were funded in part by the $60 million federal grant allocation for automated driving systems research for its Michigan Mobility Collaborative. By investing in an autonomous future, Michigan is preparing itself for the coming transformation to AV manufacturing. Several major brands have announced plans to manufacture their vehicles in Michigan, including GM, Google and Ford. Michigan passed legislation in 2022 clearing the way for the state’s Department of Transportation and key collaborators to construct a Connected and Autonomous Vehicle Corridor. This corridor is currently slated to be a dedicated roadway alongside I-94, from Detroit to Ann Arbor, fitted with new technology and key safety measures. The state claims this stretch of I-94 will be “the world’s most sophisticated roadway.”
In 2024, The University of Michigan AV test facility launched the AV Challenge, inviting researchers from academia and industry to test their decision-making algorithms in a realistic simulated environment. The competition focuses on evaluating AV performance in complex, city-scale traffic scenarios to promote innovation and safety in autonomous driving technologies.
Although Minnesota has no laws or regulations specifically addressing the testing or operation of AVs, the state’s Department of Transportation (MNDOT) is actively promoting and preparing for widespread autonomous technology deployment within the state following an executive order signed in 2018 by Governor Mark Dayton creating a Governor’s Advisory Council on Connected and Automated Vehicles to recommend a path forward within the state. The resulting 66-page report delivered a rosy outlook on automated cars and included draft legislation setting up a permit system and giving MNDOT wide latitude to decide whether to allow a business to test, based on its history with self-driving technology. The Minnesota legislature has yet to pass legislation addressing AVs. Two bills proposed in 2021 concerned autonomous vehicles, but both stalled in the legislature. Senate Bill 214 sought to prohibit Level 4 or 5 automated driving systems from operating in the state. House Bill 230 encouraged the state to investigate using autonomous vehicles for mass transit through a micro transit rideshare pilot program. Despite the legislature’s unwillingness to pass legislation, the state has helped launch several driverless shuttle projects during the past several years. This includes one in Grand Rapids through goMARTI, Minnesota’s Autonomous Rural Transit Initiative. The goMARTI shuttle project utilizes several partners, with the majority of funding coming from MNDOT, to launch five driverless shuttles provided by May Mobility, three that are ADA-compliant and able to be requested for pickup from a mobile phone app. May Mobility and SouthWest Transit partnered to provide autonomous micro transit services in Eden Prairie. This collaboration marks the first autonomous micro transit deployment in the Twin Cities, aiming to enhance public transportation options.
Important projects such as goMARTI are encouraged and supported by MNDOT’s focus on connected and autonomous vehicles. In particular, the state sponsors a CAV Challenge, which encourages people to submit ideas for possible funding from MNDOT.
Although there is no widespread adoption or deployment of autonomous vehicles in the state, one of its educational institutions is supporting the technology’s development through the Mississippi State University Center for Advanced Vehicular Systems (CAVS). MSU CAVS has spent time focusing on how autonomous technology might operate in an off-road setting. In addition to its physical “proving grounds,” it is developing an open-source simulator that will allow autonomous software to be tested in a virtual environment before it hits the open road (or off-road). In 2022, MSU CAVS announced a partnership with Quantum Corporation to help store and process the large amounts of data needed to develop autonomous technology. In 2023, the Mississippi legislature passed HB 1003, the Fully Autonomous Vehicle Enabling Act of 2023. The bill authorized the operation of fully autonomous vehicles on public roads within the state without a human driver, provided that certain conditions are met.
In 2024, Mississippi State University, in collaboration with Beep, a provider of autonomous mobility solutions, launched the state's first autonomous shuttle service. The pilot program, running from September 1 to November 30, aimed to assess the viability of autonomous shuttles in a campus setting and gather data to inform transportation planning in rural-urban environments. The shuttle operated daily from noon to 8 p.m. along a 2.4-mile route with five key stops, including Old Main Academic Center and Humphrey Coliseum.
Missouri does not have any laws regarding the registration, testing or deployment of autonomous vehicles. In past legislative sessions, lawmakers have proposed legalization to prohibit the use of autonomous vehicles. In 2021, legislators introduced Senate Bill 452, which would have codified autonomous vehicles and laid ground rules for their operation. This bill did not generate momentum and failed. Senate Bill 176, which sets regulations for delivery robots, passed in 2021 and became law.
In 2022, lawmakers failed to pass Senate Bill 1038, a bill that would have legalized platooning in Missouri. In 2023, a set of bills (Senate Bill 188, House Bill 624) relating to platooning was introduced. Neither bill passed. While the state has been reticent thus far to engage with autonomous vehicle legislation, perhaps the new developments in its neighbor states, Arkansas, Oklahoma and Kansas, will help Missouri feel more comfortable opening up the state to the autonomous vehicle industry.
Montana currently has no laws or executive orders governing AVs; however, the legislature did introduce, albeit fail to pass, a 2023 bill (House Bill 339) relating to the use of AVs in connection with platooning and passed House Joint Resolution 10 establishing a study committee on autonomous vehicles in 2021. The committee will include people from the state’s department of transportation, department of justice, highway patrol and automobile and insurance community, among others. Following the 2023 session, the Transportation Interim Committee continued to explore appropriate regulatory frameworks for AVs. In May 2024, the committee reviewed reports comparing Montana's legislative approaches to those of other states, such as South Dakota, which allow fully autonomous vehicles under certain conditions. The committee's discussions highlighted the need for comprehensive rulemaking to address the deployment of higher-level automated driving systems. Throughout the year, state legislators continued their research on how to regulate autonomous vehicles.
In December 2024, Aurora Innovation, Inc., a leader in autonomous trucking technology, announced the opening of a new 78,000-square-foot office and testing facility in Bozeman, Montana. Located on Montana State University's Innovation Campus, this facility is dedicated to advanced lidar research and testing, underscoring Montana's growing role in the AV industry. Montana Governor Greg Gianforte signed SB67, the Automated Driving Systems Act, on May 5, 2025. This law establishes a regulatory framework for automated driving systems in the state. SB67.
In 2018, Nebraska lawmakers cleared the way for companies to test self-driving vehicles, as long as the vehicle is capable of operating in compliance with traffic and motor vehicle safety laws. The AV may or may not contain a human driver, but if a human driver is present, he or she must be a licensed driver and covered by insurance. The law also authorizes the operation of an on-demand AV network for transporting persons or goods, including for-hire transportation or public transportation.
While there has been limited deployment and testing across Nebraska, the state has not yet seen widespread deployment. Except for a bill (LB625) introduced in January 2023 to establish a comprehensive regulatory framework for AVs in Nebraska, which appears to have stalled in committee/been postponed indefinitely, there has been no momentum for further legislation. In recent years, a proposal to study autonomous vehicles as they relate to a variety of unconsidered issues did not pass.
Since Nevada passed AV legislation in 2012, the state has been at the forefront of driverless vehicle innovation. In 2017, with the passage of Assembly Bill 69, Nevada permitted the testing and commercial public deployment of AVs—later that year, Las Vegas had its first completely autonomous electric shuttle deployed for public use. In 2019, AV startup Zoox received permission from the Nevada Department of Motor Vehicles to deploy AVs on state roads. In 2021, the Nevada State Legislature passed two new bills that updated the state’s code and kept it at the forefront of autonomous technology. Assembly Bill 412 codified requirements and exceptions for “neighborhood occupantless vehicle[s]” such as the autonomous delivery vehicles beginning to roll out across the country. These vehicles, such as Nuro, are introducing consumers to autonomous vehicles and commercializing the technology. Senate Bill 288 permits an autonomous technology company to enter into an agreement with a transportation network in the state. This bill will clearly benefit rideshare companies looking to partner with autonomous vehicle companies. From 2021 to 2022, Motional has launched rides in autonomous vehicles on the Las Vegas strip on three separate transportation networks: Via, Lyft and Uber. Motional has partnered with the State of Nevada to bring high-paying jobs to the state and cutting-edge technology to Las Vegas. Instead of trying to build its own operation entirely from the ground up, Motional has partnered with three established players in the space who can focus on deployment. Motional, therefore, has the luxury of giving the technology its complete attention. For now, these rides are non-commercial and include safety drivers in the front seat.1
In 2023, a bill (Senate Bill 182) to impose heightened proof of ownership requirements on autonomous vehicle owners was introduced and passed. The law appears to exempt manufacturers of fully autonomous vehicles in Nevada from some franchise and repair regulations. Also, the Nevada Department of Motor Vehicles posted forms on its website enabling AV manufacturers and developers interested in testing their vehicles in Nevada to self-certify that their vehicles meet Nevada vehicle safety standards. In March 2024, Amazon's Zoox expanded its autonomous vehicle testing in Nevada, allowing its custom-built robotaxis to operate at higher speeds (up to 45 mph instead of 35 mph), cover more ground (five miles instead of one mile) in Las Vegas and drive at night and in light-rain conditions. Nevada enacted AB523 on May 19, 2025, revising insurance and oversight rules for AV providers. The law became effective October 1, 2025. AB523.
1 Motional opens Las Vegas robotaxis service to nighttime hours.
After previously vetoing a bill to permit autonomous vehicle testing in New Hampshire, in 2019 Governor Chris Sununu signed into law a bill that created an automated vehicle testing pilot program in New Hampshire. The new law created an autonomous vehicle advisory commission, a testing pilot program and set requirements for vehicle deployment. The pilot program permits testing on public roads. House Bill 116, which did not pass the state legislature, would have codified delivery robots. Other efforts in the state are underway with respect to the use of autonomous technology, including in connection with maritime-related activities. In 2023, the University of New Hampshire entered into a partnership with Exail to launch an innovation hub to engage in all aspects of marine autonomous operations, including surface vehicles for exploration and ocean mapping, to “help meet the challenges of the growing blue economy.“1
1 UNH and Exail Open New Maritime Autonomy Innovation Hub
In 2019, New Jersey established an 11-member task force called the New Jersey Advanced Autonomous Vehicle Task Force to study autonomous vehicles and recommend laws, rules and regulations that New Jersey may enact to integrate autonomous transportation into the state’s transportation system. However, since then, New Jersey has not passed any major legislation around autonomous vehicles. Year after year, bills are introduced to create a legal framework for AVs, but they never come to fruition. However, after years of inactivity, things are beginning to change. In December 2021, Governor Phil Murphy announced that his office would partner with the New Jersey Department of Transportation, the City of Trenton and Princeton University to launch Trenton MOVES. Trenton MOVES will be the first autonomous vehicle-based urban transit system in the US. Companies are invited to share their interest in building an on-demand transit system that features 100 autonomous vehicles and serves the 90,000 residents of New Jersey’s capital city. In February 2022, Trenton MOVES received a $5 million grant from the state’s Department of Transportation to help support the project. Trenton MOVES says it has received interest from 20 different autonomous vehicle companies who want to participate in the project and has held a demo with May Mobility. The project won a state transportation award for its planning as it continues to move toward actuality. Elsewhere in New Jersey, the Port Authority of New York and New Jersey (PANYNJ) ran a test period for two platooning autonomous shuttles from Navya that could be used to assist with first/last mile transport in crowded places of interest. The shuttles received rave reviews and were featured in a daily New York Times newsletter, where reporter James Barron described his experience stepping out in front of the shuttle to test its capabilities.1 In Monmouth County, New Jersey, NJ Transit, in partnership with Rutgers University and Infratek Solutions, launched the AVATAR Pilot (Autonomous Vehicle Assessment, Testing and Research, Pilot). The pilot tested two 15-passenger AV shuttle vehicles on a closed course separate from public roads at the former Marlboro Airport.2
In 2024, New Jersey lawmakers have introduced Assembly Bill 1589, which would permit testing and use of autonomous vehicles on state roadways under certain circumstances. Also introduced was Assembly Bill 1591, which clarifies that owners of self-driving vehicles must comply with existing insurance requirements. New Jersey legislators are also exploring how autonomous vehicles can specifically benefit vulnerable populations. Assembly Joint Resolution 109 (2024) proposes to establish a task force to examine several aspects of transportation services for persons with disabilities and senior citizens, including how automated and connected vehicle technology could improve accessibility for these groups. While not exclusively focused on AVs, this task force initiative could help shape future New Jersey policy around deploying autonomous vehicles in ways that specifically address the mobility needs of elderly and disabled residents. This resolution has yet to be issued. New Jersey Assembly Bill 3757 (2024), introduced in February 2024, would require the Attorney General to develop and implement mandatory training for law enforcement officers on safely interacting with autonomous vehicles during emergency and traffic enforcement situations. New Jersey lawmakers introduced A5919 on July 24, 2025. The bill would establish an autonomous vehicle pilot program in the state. A5919. New Jersey’s AV pilot framework continued evolving after October 2025. A Senate proposal publicized in November 2025 would establish a structured AV pilot program requiring elements such as collision reporting timelines, defined testing environments and oversight mechanisms administered by the state.
1 The Day I Stood in the Path of a Driverless Bus 2 Can Autonomous Vehicles address the First-mile, Last-mile Problem?
New Mexico has historically seen a fair amount of autonomous vehicle investment, especially concerning autonomous trucks. However, until 2022, the state had no formalized framework for autonomous vehicles or autonomous vehicle testing. House Bill 270 defines autonomous vehicles as those with Level 3, 4 or 5 systems, regulates autonomous vehicles and autonomous vehicle testing, and allows for platooning. A bill was introduced in 2023 (House Bill 378) to prohibit an autonomous vehicle from transporting goods or passengers without a human operator physically present, but the bill appears to have been effectively rejected by the New Mexico legislature. Already, New Mexico has seen this new legal framework pay dividends. Torc Robotics operates a testing center in Albuquerque. Through its recent legislation, New Mexico has joined other Southwestern states such as Nevada, Arizona and Texas to create a sizable surface area of autonomous vehicle-supporting jurisdictions. This collaboration provides a solid testing area for autonomous trucks in particular, as they travel longer routes.
Moving forward, autonomous vehicle supporters are already expressing the need to invest in broadband access to fully realize the potential of CAV technology. In March 2024, New Mexico initiated its first autonomous vehicle study focused on public transportation, with the North Central Regional Transit District (NCRTD) partnering with the Community Transportation Association of America. The study will examine the feasibility, benefits and risks of implementing AV technology in public transit to address driver shortages throughout northern New Mexico, with findings expected by June 2025.
New York has highly restrictive regulations on AV testing. Under legislation approved in 2017, any testing must be approved by the commissioner of the Department of Motor Vehicles, supervised by the New York State Police and levied with significant hourly and per mile rates. Some autonomous companies have tested their technology in private areas away from New York’s regulations, but there have not been any sustained large-scale testing efforts. From 2021 through 2022, there were reports that Mobileye, the Intel-backed autonomous vehicle company, tested at least two vehicles in New York City for a period of time. The rollout was not highly publicized, but was conducted in alignment with New York regulations. In 2023, one Assembly bill (A00539A), and its Senate companion (S1012), were introduced to allow fully autonomous vehicles to operate on New York roads without a driver. However, neither bill appears to have gained any traction and may have been effectively discarded. The same fate appears to have befallen two other bills introduced in 2023: A00525, a bill to establish a task force on automated vehicle technology to study and assess the future of automated vehicle technology, and A2598, a bill to establish a task force to study autonomous vehicle usage on the roads located within the State of New York. Lastly, the Port Authority of New York and New Jersey partnered with Navya to launch two platooning autonomous shuttles as a limited project at John F. Kennedy International Airport.1 In early 2024, New York legislators introduced Assembly Bill A8621 and its Senate counterpart (S07758), which would require human safety operators to be present in autonomous vehicles weighing more than 10,001 pounds. This proposal is focused on regulating the trucking industry, creating a weight-based distinction and representing a shift toward more targeted regulation of autonomous commercial vehicles.
2024 brought a welcome change to New York City. New Yorkers will soon see robotaxis fill their streets. Mayor Eric Adams signed off on allowing several autonomous vehicle companies to begin the testing phase.2 “This technology is coming whether we like it our not, so we’re going to make sure that we get it right.” Adams said in a statement. “If we do, our streets can be safer, and our air could be cleaner.” The main requirement during the testing phase is that all robotaxis will have a human operator if the car needs to be taken over manually. The city will also require companies that seek a permit to undergo a testing procedure and submit a safety plan to the DOT. On August 22, 2025, New York City approved pilot permits for Waymo to operate up to eight AVs with safety drivers. This marked the city’s first AV pilot approval. New York City extended its AV testing permit on October 1, 2025, allowing testing of up to eight vehicles in select Manhattan and Brooklyn locations with a safety driver through the end of 2025. Early 2026 discussions have focused on expanding the legal framework to potentially allow broader AV deployment beyond testing.
1 PANYNJ to Host Second Platooning Demonstration of Autonomous Vehicles at JFK Airport. 2 Eric Adams green-lights robotaxis in NYC.
In 2020, Governor Cooper signed Senate Bill 739 into law, allowing autonomous delivery devices in pedestrian areas and on highways. In 2022, the state legislature followed by passing Senate Bill 814, which codified and regulated “neighborhood occupantless vehicles.” In contrast to SB 739, neighborhood occupantless vehicles are fully autonomous and do not require an operator. The State of North Carolina has done more than pass legislation supporting autonomous vehicle technology and the autonomous vehicle industry. In 2023, the North Carolina Department of Transportation and the City of Cary, North Carolina, launched an experiment relating to autonomous vehicles involving the use of an all-electric, driverless shuttle pilot known as CASSI (Connected Autonomous Shuttle Supporting Innovation).1 The experiment included a four-stop route from the Cary Senior Center to Bond Park Community Center. North Carolina’s esteemed universities have created a culture of excitement throughout the state at the thought of future technologies and mobility options. Researchers at NC State University have developed a technique that allows AVs to make important calculations more quickly through a cooperative distributed algorithm that breaks problems down into sub-parts that are solved in parallel.2 At North Carolina AT&T, university leaders are investing in autonomous vehicles and growing the school’s fleet. Now, they have unveiled a two-mile test track that allows researchers to test vehicles in real-world conditions.3 Faculty believe these autonomous shuttles could create more equitable transportation solutions in low-demand rural areas that need flexible solutions. When these shuttles are launched, City of Greensboro officials have discussed integrating their operations into the wider city-wide transportation equation.
Researchers at NC State University found that adding a fourth traffic light to traditional traffic lights at intersections would help autonomous vehicles control traffic flow while also creating a safer environment for human drivers around them. This fourth “white light” would indicate to other AVs when there are enough other AVs around them, while simultaneously alerting human drivers to follow the AV in front of them, reducing traffic flow and potential crashes. In August 2023, North Carolina enacted House Bill 447, with Governor Roy Cooper signing it into law. This law classifies all AVs (SAE Levels 0-5) as motor vehicles subject to the state’s existing motor vehicle dealer laws, integrating AVs into existing vehicle regulations rather than creating separate standards. It specifically addresses how existing dealer protections apply to autonomous vehicles addressing key relationships between manufacturers and dealers rather than focusing on operational aspects such as permits, safety requirements or road rules.
1 NCDOT releases data on CASSI autonomous shuttle pilot program. 2 Connected and Autonomous Vehicles. 3 N.C A&T UNVEILS AUTONOMOUS SHUTTLE ROUTE TO DOWNTOWN GREENSBORO.
North Dakota permits autonomous vehicle operation, as long as the vehicle is capable of operating in compliance with all applicable federal and state laws. State law 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 of a system failure. The law permits on-demand autonomous vehicle networks to provide transportation of persons or goods. North Dakota also allows for truck platooning, subject to the Department of Transportation, in coordination with the State Highway Patrol superintendent, developing an operational plan that provides guidelines for operation. The plan must include operational information that is provided by a platoon technology provider or commercial motor vehicle operator.
In North Dakota, the agriculture industry is focused on utilizing autonomous technology to increase efficiency and production. The University of North Dakota received a $1 million grant from the Economic Development Administration (EDA) to study the economic impact of the state’s uncrewed aerial systems network. Grand Farm, an initiative dedicated to improvements in farming, hosted an event bringing together growers, stakeholders and autonomous industry experts to focus on possible opportunities to collaborate. Relatedly, the State of North Dakota recently introduced and passed a law (ND H 1519) providing appropriations to the Department of Career and Technical Education and the Agriculture Commissioner for autonomous vehicle-related and other autonomous technology grants.
There are no laws in Ohio governing AVs, but there are relevant executive orders (EO) signed by former Governor John Kasich in 2018. The first EO created DriveOhio, a new division of the state Department of Transportation, which allows any company to test AVs in the state, so long as it registers with DriveOhio and a human operator is behind the wheel. Four cities—Columbus, Dublin, Athens and Marysville—have already signed agreements with DriveOhio to test AVs on their streets, and the state has designated a 35-mile stretch of US Route 33 as a “Smart Mobility Corridor” for the deployment of connected vehicle technologies. A $45 million SMART Testing Center opened in Logan County is funded by a partnership between The Ohio State University and the State of Ohio and includes an indoor highway track capable of simulating ice and snow year-round. The second EO created regulations for testing self-driving vehicles in the state.
DriveOhio previously deployed its Rural Automated Driving Systems project after two autonomous semi-trucks completed their controlled testing and, in partnership with the Indiana Department of Transportation and the Transportation Research Center, will build an I-79 Truck Automation Corridor.1 The Corridor will be a lane for autonomous trucking between Columbus, Ohio, and Indianapolis, Indiana. DriveOhio continues to focus on long-term deployment of autonomous technology across the state.
1 DriveOhio Deploys Automated Vehicles on Ohio Roadways.
Historically, Oklahoma has not prioritized autonomous vehicles or constructed any type of regulatory or legal framework. However, Governor Kevin Stitt has continued to sign autonomous vehicle legislation, including platooning laws, and the creation of the Oklahoma Advanced Mobility Pilot Program, which focuses on autonomous vehicle adoption. In the 2022 session, Oklahoma passed a law approving autonomous delivery vehicles. Notably, Oklahoma law makes clear that “Only the State of Oklahoma may enact a law or take any other action to regulate the operation of motor vehicles equipped with driving automation systems in Oklahoma” and state law “preempts county or municipality authority and supersedes county or municipality laws or ordinances.” In 2022, Governor Stitt partnered with outgoing Arkansas Governor Asa Hutchinson to create an innovative partnership for the states to collaborate on autonomous vehicle and future mobility work. Together, Arkansas and Oklahoma are paving a new path forward for states that want to attract the AV industry. While they may not possess the same natural advantages as California or Arizona, Arkansas and Oklahoma are encouraging their public educational institutions, economic development organizations and industry leaders to work together in creating an environment that advances current work while encouraging new investment from companies involved in future mobility work.
By creating out-of-the-box solutions, Governors Stitt and Hutchinson have ensured that their states will not fall behind others, but still gain the full benefits of autonomous technology. An example is the fall 2023 launch of the first commercial autonomous trucking lane between Houston and Oklahoma City involving A.P. Moller - Maersk and Kodiak Robotics, Inc.1 Starting in spring 2026, four self-driving vans will hit the streets of North Tulsa (considered both a transportation and food desert) as part of a program funded by a $3.4 million grant from the Department of Energy to help residents access work, school, grocery stores, gyms and other forms of entertainment. MetroLink Tulsa will operate these Ford E-Transit vans, which will be integrated into their existing ride-share service.
1 Maersk and Kodiak Robotics Launch the First Commercial Autonomous Trucking Lane Between Houston and Oklahoma City.
Oregon has no current regulations in place concerning autonomous vehicles. However, House Bill 4063, signed by Governor Kate Brown on April 10, 2018, named the Oregon Department of Transportation (ODOT) the state’s lead agency on automated vehicle policy and directed ODOT to facilitate a task force on automated vehicles. The task force submitted its first report to the legislature on September 10, 2018 and its second on September 9, 2019. The task force voted to continue meeting on an ad hoc basis in response to significant developments in automated vehicle technology and policy. The task force dissolved on January 2, 2021. Meanwhile, ODOT’s Office of Innovative Funding continues to provide a voluntary testing notification form to initiate the exchange of information between AV manufacturers and the agency. This voluntary notification process allows ODOT to provide safety information to interested companies, solicit feedback from AV system developers and track AV testing in the state.
In the past, different agricultural producers have utilized autonomous technology in Oregon and more integration in this space is anticipated in the future. In 2024, Oregon faced its first major AV lawsuit after a Tesla in self-driving mode ran a stop sign, causing serious injuries to the passenger of another car. Level 2 autonomous features remain legal in Oregon, but the Department of Transportation relies on voluntary manufacturer reporting since the state doesn't track autonomous vehicle numbers or crashes. Oregon introduced HB 4085, which would authorize companies to deploy fully automated vehicles without a human driver onboard, including for passenger transportation and delivery services. The proposal is viewed as a significant step toward establishing a statewide driverless deployment framework.
After years at the forefront of autonomous vehicle research, due in part to Carnegie Mellon University’s history in the space, Pennsylvania has finally passed a comprehensive legal framework for autonomous vehicles via House Bill 2398, which took effect in July 2023. The law has successfully spurred autonomous vehicle-related initiatives into action, including a project funded by the Delaware Valley Regional Planning Commission’s “Travel Options Program” that is designed to enhance access to the Navy Yard in South Philadelphia involving Drexel University and a mid-sized self-driving transit shuttle.1 Consequently, Pennsylvania will be able to join in the investments from an industry that it helped incubate for years. Now that autonomous vehicles can operate on public roads, many of the state’s AV companies are looking forward to quickly moving toward commercialization. Even still, the state’s autonomous technology industry has experienced some consolidation while major players in the space dissolve and send their expertise to other players in the field. This consolidation can benefit the industry in the long run as key experts collaborate and amplify each others’ development efforts.
Pennsylvania is moving toward allowing autonomous vehicles to operate without a safety driver present, contingent on meeting specific criteria outlined in an 11-page draft of proposed guidelines. These guidelines, developed by the state's Highly Automated Vehicle Advisory Committee and following Act 130 of 2022, are currently under review and will take effect immediately upon approval. This move builds upon Pennsylvania's history as a hub for AV development and testing, particularly in the Pittsburgh area. Waymo began manual testing in Philadelphia in July 2025 and applied for certification to begin AV testing. PennDOT is currently reviewing the application. Pennsylvania’s AV testing environment continued expanding in late 2025, with additional autonomous vehicle testing activity and ongoing review by PennDOT. Entities must continue operating under the state’s Highly Automated Vehicle Certificate of Compliance framework when testing or deploying AV technology on public roadways.
1 Philadelphia navy yard embraces innovation with automated shuttle launch.
Rhode Island has yet to pass legislation that affects autonomous vehicles. The Rhode Island Department of Transportation started the Rhode Island Transportation Innovation Partnership (TRIP) in 2017 to encourage autonomous vehicle testing and usage. Multiple autonomous shuttles, including those relating to the “Little Roady” Pilot Project (which offered free rides on an autonomous shuttle along a 12-stop, 5.3-mile fixed route between Olneyville Square and the Providence Train Station), have conducted limited runs in the state.
Researchers at the University of Rhode Island continue to find innovative uses for automated technology and plan on including it in their new project, alongside the University of Hawai’i, to research “the shape, size and drifting speed of the icebergs, and the properties of the surrounding water.”
South Carolina has yet to pass legislation that affects autonomous passenger vehicles, but it has exempted platoons from certain traffic laws. As a major automotive manufacturing state, South Carolina will likely play a large role in producing the next generation of automobiles. BMW Manufacturing opened a new logistics center on Freeman Farm Road in Spartanburg, South Carolina, that utilizes autonomous vehicles to transport goods across two public bridges that lead to I-85. Additionally, Latitude Al, Ford’s new wholly owned subsidiary whose mission is to develop a hands-free, eyes-off-the-road, automated driving system, will operate a highway-speed test track facility in Greenville, South Carolina.
South Dakota has directed the Transportation Commission to promulgate rules to authorize the testing and operation of platooning at electronically coordinated speed and distance intervals that are closer than otherwise allowed under the “following too closely” laws in the state. Further, in January 2023, South Dakota introduced House Bill 1120, a bill designed to set up parameters for using autonomous vehicles in the state. However, the bill appears to have been, at least temporarily, discarded through an obscure legislative technicality known as a “Deferral to the 41st legislative day.” Raven Industries, a South Dakota-based company, is continuing to lead the way in integrating autonomous technology with agriculture, a process it calls “autonomous farming.“1
In 2024, South Dakota enacted House Bill 1095, permitting Level 4 and 5 autonomous vehicles to operate on public roads without a human driver if the vehicle maintains a "minimal risk condition" during system failures and complies with traffic laws. The law designates the automated driving system as the legal driver, requires crash reporting and financial responsibility coverage, and establishes state-level regulation while preventing local governments from enacting additional AV-specific requirements.
1 Driverless and Driver Assist Ag Solutions.
Legislation passed in 2017 allows certified autonomous vehicles to operate in the state, provided they contain automatic crash recording and notification technology. The law also preempts local regulation of ADS-operated vehicles and specifies that the ADS shall be considered a driver for liability purposes when it is fully engaged and operated properly. Legislation introduced in 2023 (House Bill 0139 and Senate Bill 0083) appears to build on the 2017 legislation by eliminating regulatory requirements relating to the platooning of commercial vehicles and thus allowing, if not promoting, the use of autonomous commercial vehicles in platoons. The TennSmart consortium, made up of government agencies, universities and companies with ties to the state, hopes to encourage collaboration and innovation in the AV area.1 Vanderbilt University and the Tennessee Department of Transportation announced a partnership to conduct a road study on I-24 that examines how autonomous vehicles impact traffic. By recording traffic data and analyzing the videos, researchers will be able to identify where “phantom traffic” originates.2 Phantom traffic is slowdowns created by human reactions to traffic conditions instead of wrecks or emergencies. In addition to analyzing video tape, researchers will introduce 100 autonomous vehicles onto the road to see if they can help mitigate the causes of phantom traffic. Researchers from the CIRCLES Consortium, which includes the previously stated members plus Nissan, Toyota and GM, launched this project in full. Now, selected testers are travelling along I-24, equipped with collection devices, each morning to gather data about traffic.
These vehicles utilize adaptive cruise control and communication technology working in sequence to eliminate the stop-and-go traffic that clogs up morning commutes. If this project is successful, it could go a long way to eliminating “phantom traffic” as we know it. In December 2024, the University of Tennessee established an academic partnership with the Alliance for Automotive Innovation, the auto industry’s leading trade association. This collaboration aims to advance auto-industry related policy research and develop workforce initiatives across Tennessee’s automotive industry, which produced 670,000 vehicles and supported 225,000 jobs in 2023. This partnership is especially significant given Tennessee’s $12.5 billion investment in electric vehicle and battery manufacturing. On September 17, 2025, Waymo and Lyft announced plans to begin autonomous ride-hailing in Nashville by 2026. This marks Tennessee’s first major AV deployment announcement.
1 TennSMART SHAPING THE FUTURE OF INTELLIGENT MOBILITY IN TENNESSEE. 2 Vanderbilt University conducts groundbreaking study to uncover cause of phantom traffic jams.
Texas’ geography and friendly regulatory climate have made it a magnet for autonomous vehicle testing for some time. However, in recent years, it seems almost every major autonomous vehicle company has launched a project across Texas’ wide plains. Texas is commanding a California-like status in the AV industry, with new projects from several leading players in the AV space. The I-45 corridor, in particular, has become a hotspot for autonomous truck testing. State law 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. Texas also preempts local regulation of automated motor vehicles and automated driving systems. During their 2021 legislative session, Texas lawmakers passed two autonomous vehicle laws. Senate Bill 1308 instructs the legislature to study autonomous and connected vehicles and House Bill 3026 exempts autonomous vehicles from irrelevant regulations. Texas provides the AV industry with interesting opportunities, as it encompasses both the idyllic college town-like setting of Austin, perfect for robotaxis, with major economic powerhouses, including Dallas-Fort Worth, and a strong trucking industry. While Texas may be positioned for maximum growth in the AV sector as an autonomous future moves forward, there appears to be some backlash to the rapid implementation of AV technology in the state. In 2023, of the bills introduced, two (Senate Bill 2024, Senate Bill 2156) may pose particular obstacles to the growth of AV in the state. Senate Bill 2024 would prevent the state from requiring the use of autonomous vehicles (and thus preclude a future where autonomous vehicles are required by the state), while Senate Bill 2156 would require human operators of autonomous vehicles to hold a valid divers’ license (and thus exclude certain segments of the population with unique transportation needs, such as the elderly or disabled, from operating an autonomous vehicle).
In 2024, Tesla entered into discussions with Austin authorities regarding its autonomous vehicle technology, focusing on establishing safety expectations for its vehicles. Waymo is also expanding its presence in Austin, planning to launch a fleet of fully autonomous, electric Jaguar I-PAC vehicles in early 2025 through a partnership with Uber, where Uber will handle fleet management services while Waymo maintains oversight of testing and operations. Recent testing by Kodiak Robotics and Aurora Innovation in Texas has demonstrated great success for AVs in terms of safety and technological capabilities, with Kodiak recording three million miles of real-world operations and reporting only three minor incidents (all in manual mode), while Aurora's advanced lidar technology has shown the ability to detect objects more than 400 meters away and navigate through challenging weather conditions, including fog and rain. Aurora Innovation launched the US's first commercial self-driving trucking services using class 8 heavy-duty trucks on Interstate 45 between Houston and Dallas. Texas enacted SB2807, effective September 1, 2025, which tightened AV permitting and responder coordination rules. On September 18, TxDMV adopted final rules (Chapter 220) to implement the law. SB2807.
Driverless vehicles are regulated on Utah roads under legislation approved in 2019. While all properly insured autonomous vehicles are allowed to operate, autonomous networks must be registered with the state. Vehicles must be operated in compliance with all applicable traffic and safety laws and must be able to achieve a minimal risk condition or make a request to intervene if a system failure occurs. Finally, Utah permits the Department of Transportation to obtain, collect and utilize anonymized location data of connected vehicles. In 2022, the state legislature passed House Bill 137, which clarified that a “human driver” operating an autonomous vehicle is still subject to traffic laws, including a prohibition against driving under the influence. Unlike some other Southwestern states, Utah has not seen widespread autonomous vehicle testing and acceptance. However, Utah is leading the way out West by partnering with the surrounding states of Montana, Idaho, Wyoming, Utah, Nevada, Colorado, New Mexico and Arizona to create ChargeWest. ChargeWest is committed to improving electric vehicle charger availability throughout the region. At the same time, the US Department of Transportation in 2023 increased funding for AV technology development, and the Utah Department of Transportation was one of the recipients of these funds. Altogether, these efforts will assist the AV movement by laying the groundwork for mass EV deployment and adoption.
In 2024, Utah was awarded a $20 million federal grant to expand its connected vehicle infrastructure across state lines, partnering with Wyoming and Colorado to create a seamless Western Transportation Network. The Salt Lake City metropolitan area has already equipped 20% of its signalized intersections with V2X (vehicle-to-everything) technology, with construction underway to reach 25% by the end of 2024, supported by the state's extensive 2,700-mile fiber optic network that connects 96% of Utah's traffic signals. This expansion builds upon Utah's implementation of the nation's first operational connected vehicle corridor, where buses communicate with traffic signals to optimize transit timing, demonstrating the state's willingness to support future autonomous vehicle infrastructure.
Vermont has established an automated vehicle testing program and granted authority to the Agency of Transportation to adopt specific rules. State law (Vt. Stat. Ann. tit. 23, § 4203 et seq.) requires that during a test, an operator is seated in the driver’s seat of the automated vehicle monitoring the operation of the vehicle and is capable of taking immediate control, if necessary. Although the state may not be at the forefront of the autonomous vehicle industry, Vermont has spent significant effort ensuring that electric vehicle operators are able to secure a charger in the state when they need one.
Although Virginia has no laws or regulations specifically pertaining to autonomous vehicles, the state has taken an active role in encouraging testing and deployment. Seventy miles of Virginia highways have been designated “automated corridors”1 and outfitted with high-definition mapping and data acquisition systems to support automated-vehicle testing. Virginia has become a hotbed of autonomous vehicle activity and demonstrates that autonomous vehicles can operate in regulation-less states, as long as the operator adheres to state and federal laws. Virginia’s universities and institutions of higher learning are researching autonomous technology and continue contributing to the autonomous sector. Virginia Tech has worked with Ford to research signals and communication systems for autonomous vehicles. Virginia Tech is home to the Virginia Tech Transportation Institute, which has partnered with the Governors Highway Safety Association (GHSA) to research how first responders can best interact with autonomous technology.2 The University of Virginia is also making a name for itself in the autonomous space. UVA’s Autonomous Racing Team participated in the Indy Autonomous Challenge and earned a spot as the fastest American car in the race. In 2022, Virginia Tech (confirm, but this missing verbiage is from the 2024 edition) launched a new open-access tool that allows autonomous vehicle companies to examine and compare different cities and their conditions for autonomous driving. At the beginning of 2022, Governor Glenn Youngkin appointed W. Sheppard “Shep” Miller III as Virginia’s new Secretary of Transportation. Secretary Miller was the former chairman of Virginia Beach-based defense contractor KITCO Fiber Optics and a member of the Commonwealth Transportation Board. Miller has said he wants to position Virginia for success when future mobility options become more widespread.
To that end, Iteris Inc, a company focused on smart mobility infrastructure management, signed a contract to provide the Virginia Department of Transportation with connected and automated vehicle-related planning services.3 In 2024, Virginia continued to show its strength as a leader in autonomous vehicle initiatives. At Virginia Tech's Transportation Institute, its Smart Road facility - which has generated nearly $1 billion in research since its 2001 dedication - continued testing autonomous vehicles, including a recent demonstration of an autonomous Ford F-150 that successfully navigated highway emergency scenarios and police stops in the Washington, DC, metropolitan area. Meanwhile, the University of Virginia's Cavalier Autonomous Racing team set world records at the September 2024 Indy Autonomous Challenge, with its autonomous race car reaching a top speed of 184 mph and averaging 171 mph around the Indianapolis Motor Speedway. Additionally, Virginia Western Community College announced a pioneering educational program in autonomous vehicle technology, becoming the first such program in the Virginia Community College System. Governor Glenn Youngkin vetoed HB2094, a bill to regulate high-risk AI, earlier in 2025. The veto indirectly affected AVs because the bill would have excluded AVs from certain AI definitions. HB2094. Virginia’s SB 670 advanced during the 2026 session and would require autonomous vehicle operators to obtain autonomous operation licenses and submit law enforcement interaction plans before operating fully driverless vehicles. As of February 2026, the bill has passed the Senate and awaits consideration in the House.
1 Virginia Automated Corridors. 2 ADVANCING TRANSPORTATION THROUGH INNOVATION. 3 Iteris Selected By Virginia Department Of Transportation For Statewide Traffic Operation Center Services.
In 2012, the District of Columbia became one of the first jurisdictions to pass legislation regarding the testing of autonomous vehicles. On November 2, 2020, Mayor Muriel Bowser signed the Autonomous Vehicles Testing Program bill, which was approved by Congress just a few days later. The Act regulates the testing of autonomous vehicles on District roads through a testing program at the District Department of Transportation (DDOT). To test an autonomous vehicle on public roads, an autonomous vehicle-testing entity must submit certain information to the DDOT for approval, including vehicle information for each vehicle tested; a safety and risk mitigation plan; and a description of the area and conditions under which an autonomous vehicle can function while being tested autonomously. Among other things, the bill requires crash and data reporting, including any crash of its vehicles while under autonomous operation that results in property damage, bodily injury or death. In early 2022, Bill 24-134 was introduced in the DC City Council to modernize the city’s autonomous vehicle framework. The bill has been unable to gain traction and has languished in committee. In fall 2022, Mayor Bowser announced the city’s first Mobility Innovation District (The MID) anchored in Southwest DC along the waterfront. The MID will include partnerships with the Office of the Deputy Mayor for Planning and Economic Development (DMPED), the Southwest Business Improvement District (Southwest BID) and community leaders. The district will focus on equitable access to transportation, Universal Basic Mobility (UBM) and electrification. Through the MID, DC has an opportunity to establish itself as a global hub for innovative transportation solutions.
In March 2024, after adopting Emergency Resolution 669, the Council enacted both an Emergency Amendment Act (Act A25-0420) and Temporary Amendment Act (Act L25-0168) to modify the city's 2012 Autonomous Vehicle Act. The new requirements mandate human operators be physically present in all test vehicles and require companies to provide DDOT with 10-day advance notice before testing, including details on vehicle numbers and types, operator qualifications, testing locations and duration. The emergency act provides 90-day coverage, while the temporary act extends these rules for 225 days after congressional review, effectively banning fully driverless testing until DDOT implements its formal permitting process. According to DDOT, Waymo received permission under the new emergency legislation to conduct data collection activities across DC during spring and summer 2024. Its operations were limited to fewer than 10 vehicles, all with safety operators manually driving the AVs. On July 11, 2025, the D.C. Council introduced the Autonomous Vehicles Amendment Act (B26-0323). The measure seeks to authorize AV operations in the District and create an oversight framework. B26-0323 The D.C. Council’s AV framework bill (B26-0323) has remained stuck at the “introduced” stage, and recent reporting notes continued political and permitting friction that is delaying any path to driverless operations. In practice, D.C. remains a jurisdiction where deployment progress appears dependent on legislative authorization rather than technological readiness.
While Washington State has a legal framework for autonomous vehicles, its regulations are not overbearing. Governor Jay Inslee signed an executive order in 2017 requiring that state agencies with pertinent regulatory jurisdiction “support the safe testing and operation of autonomous vehicles on Washington’s public roads.” The executive order established an interagency workgroup and enabled pilot programs throughout the state. The order specifies certain requirements for vehicles operated with human operators present in the vehicle and for vehicles operated without human operators in the vehicle. In 2020, Washington passed House Bill 2676, which established minimum requirements for testing AVs, necessitating the reporting of planned local testing and any collision accidents. In 2021, Senate Bill 5460 defined autonomous vehicles as Levels 4 through 5, clarifying that Level 3 was not considered autonomous in Washington. The bill also gave the Department of Licensing additional rulemaking authority. In 2022, the state legislature considered multiple bills to change the reporting requirements for autonomous vehicles and autonomous vehicle testing. None of these bills were passed. Multiple companies are self-certified to operate autonomous vehicles in Washington. Seattle, in particular, provides autonomous vehicle companies with an interesting test environment due to its unique streets, weather and diversity of transportation modes. However, in late 2022, Seattle passed new regulations for AV companies wishing to test their vehicles in the city. Now, AV operators must obtain a permit from the city, have a human driver in the vehicle ready to take control, notify the city before testing and prominently display company logos on self-driving vehicles. The regulations also include an interesting requirement that companies notify the public through two community events before they launch a pilot program in order to receive a permit. These new regulations from Seattle, as well as an AV strategic plan published by Seattle and Bellevue in February 2023, show how cities can be active participants in the autonomous vehicle industry. Instead of relying on states to regulate, cities can make sure that the industry reflects their wishes and vision. It is possible, however, that such active participation by cities may come to an end should Senate Bill 5594, introduced in January 2023, come to pass.
In 2024, the State of Washington released its annual Autonomous Vehicle Self-Certification Testing Program report, revealing that three companies - NVIDIA, Waymo, and Zoox - were actively testing SAE Level 4 and 5 vehicles in the state, with no reported collisions or moving violations during 2023. The program, administered by the Department of Licensing, requires companies to maintain $5 million in liability coverage, notify law enforcement before testing and report testing jurisdictions, with specific requirements for testing both with and without human operators present. Washington lawmakers introduced HB1984 and SB5042 in 2025 to create AV operating rules. Both measures are expected to carry forward into the next session. HB1984. SB5042. Washington’s AV regulatory legislation carried forward into 2026, with SB 5042 retained in its present status as of January 2026. The measure emphasizes operational oversight requirements and reflects the state’s cautious approach toward fully driverless vehicle authorization.
After years of inaction, West Virginia finally passed major autonomous vehicle legislation. In 2021, it approved legislation offering tax credits for autonomous vehicle companies. In 2022, the state legislature passed two bills concerning autonomous vehicles. House Bill 4675 codifies, regulates and defines autonomous and semi-autonomous delivery robots. House Bill 4787 is a comprehensive legal framework that defines autonomous vehicles as Level 4 and Level 5 systems, regulates autonomous vehicles and permits all manners of operation, including commercial and non-commercial, with a driver and without a driver present and platooning. This legislation gives autonomous technology companies security and certainty as they begin to deploy in West Virginia. West Virginia is clearly taking steps to make itself a home for autonomous vehicle activity.
Former Governor Scott Walker signed an executive order in 2017 creating the Governor’s Steering Committee on Autonomous and Connected Vehicle Testing and Deployment within the state’s Department of Transportation. The committee was 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 Committee submitted its report in 2018 and made several recommendations, including requiring municipal oversight, an application process and backup drivers. While these have yet to be enacted, the committee also noted that it believes current state law “does not prohibit the operation of autonomous vehicles.” This position is reflected by official statements by the State of Wisconsin Department of Transportation. Despite the lack of any legal framework, Wisconsin regularly sees autonomous vehicle activity in the state. In 2017, the USDOT named University of Wisconsin-Madison one of 10 “proving ground pilot sites” for autonomous vehicles. Since then, UW-Madison has helped create the Wisconsin Connected and Automated Transportation Consortium alongside multiple partners, including engineering firms, the city of Madison and even the Road American race course. Together, these partners provide support and designated testing facilities for autonomous vehicles. More recently, the City of Racine announced the launch of its own driverless shuttle, the “Badger.” Painted to resemble the University of Wisconsin mascot, this driverless shuttle was built in partnership with Perrone Robotics in Virginia, and help’s the City of Racine live up to its “smart city” moniker.
The Wisconsin Department of Transportation partnered with Racine, Gateway Technical College and UW-Madison to use the “Badger” to train local law enforcement officials on how to interact with autonomous vehicles. Now that AVs are part of the city’s transportation infrastructure, officials wanted to ensure they are able to safely adapt to vehicles without a driver to deal with directly. Projects like these reinforce how important it is that the public be introduced to AVs in a safe and moderated environment where they can learn without any unnecessary fear or misunderstanding.
In 2018, the Wyoming Department of Transportation director argued for the need to prepare for driverless vehicles. Wyoming is one of three states that received a grant from the USDOT in 2015 to participate in a connected vehicle pilot program tested along I-80. While Wyoming has established a voluntary reporting system for manufacturers conducting automated driving system vehicle testing within the state, there are still no laws or executive orders governing AV use in Wyoming, although self-driving vehicles are not specifically prohibited by law. In 2021, Yellowstone National Park launched autonomous shuttles named TEDDY (The Electric Driverless Demonstration in Yellowstone). These shuttles, provided by Beep, helped alleviate the summer crowds. In 2022, Senate File 16 sought to institute a comprehensive regulatory framework for autonomous vehicles in Wyoming, but failed in committee. The bill would have created requirements for markings, insurance and reporting, and would have given authority to the Wyoming Department of Transportation to create further rules or regulations.
