Where are robotaxis legal?

China issued mandatory autonomous driving safety standards for Level 3 and Level 4 vehicles, effective July 2027. Noncompliant products will be barred from manufacturing, sales, and importation. Standards require safety level equal to or exceeding careful human drivers.

Australia’s National Transport Commission is developing the Automated Vehicle Safety Law (AVSL) to regulate safety of automated vehicles. Transport Ministers agreed in November 2025 to allow conditional deployment of automated vehicles from 2027 in selected locations, with full national rollout planned. Australia also mandating lane-keep assist on new vehicles from 2029.

NHTSA is reviewing an exemption application from Robomart, Inc. requesting temporary exemption from certain FMVSS No. 500 requirements to operate a low-speed automated vehicle without a human driver onboard for mobile retail delivery.

New Jersey Bill A768 permits the testing and use of autonomous vehicles on public highways, roads, and streets of the state, establishing conditions for driverless use and compliance with state traffic laws.

Florida updated its autonomous vehicle framework through HB 7127, maintaining its position as one of the most AV-permissive states. Allows driverless AV operation statewide with minimal state-level requirements. Florida DOT oversees AV registration and safety compliance.

UN World Forum for Harmonization of Vehicle Regulations (WP.29) approved the first global regulations for fully autonomous driving systems (ADS), allowing deployment of autonomous vehicles with no human driver. The regulation establishes safety requirements, system performance criteria, and compliance assessment procedures.

Texas SB 2807 requires commercial AV operators to obtain state authorization through the Texas Motor Carrier Credentialing System, provide emergency response plans for law enforcement, and participate in a public-facing portal for resident complaints. AV companies can lose authorization if deemed to endanger public safety.

The UK Automated Vehicles Act 2024 received Royal Assent on May 20, 2024, establishing a comprehensive legal framework for self-driving vehicles. Secondary legislation is being introduced during 2026 to enable pilot deployments by Spring 2026. Requires self-driving vehicles to achieve safety at least as high as careful and competent human drivers.

Singapore Ministry of Transport launched public consultation on comprehensive AV legislation clarifying safety regulations, liability, insurance, and enforcement regimes for autonomous vehicle operation. Government aims for 100-150 self-driving vehicles by 2026 with island-wide expansion planned.

Saudi Arabia's Technical Regulations for Autonomous Vehicles, issued by SASO (Saudi Standards, Metrology and Quality Organization) and implemented/overseen by the Transport General Authority (TGA) via a pilot and regulatory sandbox, in force from April 2026, working alongside Volume 801 of the Saudi Highway Code. The framework covers SAE Level 4 and 5 vehicles across passenger transport, goods transport, hub-to-hub freight, and autonomous parking; the Riyadh pilot (Uber and WeRide) ran through late 2025 with 1,000-plus users. The NEOM deployment hub (robotaxi/air-taxi announcements) is treated as deployment context, not a regulation.

NIST released a profile for trustworthy AI in critical infrastructure, covering autonomous robots and vehicles with multimodal sensing, redundant safety systems, and deterministic fail-safe controllers. Also addresses AI agents for autonomous cybersecurity incident response with tested guardrails.

NHTSA and the National Transportation Safety Board are investigating Waymo robotaxis for allegedly illegally passing stopped school buses. NHTSA convened Waymo, Zoox, and Aurora CEOs for an AV safety forum in DC, signalling that regulatory acceleration does not mean relaxed scrutiny.

NHTSA closed its investigation into Zoox after the company resolved a braking-behavior issue through software updates. The investigation had examined unexpected hard braking events in Zoox robotaxis vehicles.

Texas HB 5426 established a regulatory framework for automated vehicles, requiring the Texas Commission of Licensing and Regulation to develop implementation rules by December 1, 2025, with full compliance required starting January 2026. Covers licensing, safety standards, and operational requirements.

Tennessee allows autonomous vehicle testing and deployment on public roads, requiring compliance with state traffic laws and minimum insurance coverage. State law preempts local regulation of AVs.

Oregon DOT established an autonomous vehicle pilot program allowing AV testing on public roads with permits. Requires data sharing, insurance, and compliance with state traffic laws. Program designed to inform future permanent AV regulations.

Massachusetts allows autonomous vehicle testing on public roads under a memorandum of understanding with the state DOT. Requires insurance coverage, data sharing, and compliance with state traffic laws. Boston hosts multiple AV testing programs.

Abu Dhabi's autonomous-vehicle regulatory regime, administered by the Integrated Transport Centre (ITC) with oversight via the Cabinet RegLab, the Supervisory Committee for Advanced Driving Systems Testing (chaired by the Ministry of Interior), and the Smart and Autonomous Systems Council (SASC). In November 2025 Abu Dhabi began issuing fully driverless Level 4 commercial permits, with a real-time digital monitoring platform for tracking and incident logging as the regulatory mechanism. This is a permit-and-oversight regime rather than a standalone statute like Dubai's Law 9 of 2023; the Masdar City SAVI cluster is an industry zone, not a regulation.

Dubai's Law No. (9) of 2023 Regulating the Operation of Autonomous Vehicles, issued by the Ruler of Dubai and administered by the Roads and Transport Authority (RTA), in force from mid-2023, with executive regulations via RTA Administrative Resolution No. (939) of 2025. It prohibits operating any autonomous vehicle in Dubai (including DIFC and free zones) without an RTA license, defining six AV categories and eight licensing conditions, and coordinates with the federal layer (Federal Decree-Law No. 14 of 2024 on road traffic). In September 2025 the RTA added a comprehensive framework for the operation of autonomous heavy vehicles for logistics transport (licensing, trial routes, technical requirements). The binding instrument is this law, distinct from the non-binding Dubai Self-Driving Transport Strategy 2030 target.

NHTSA established an updated exemption process under Part 555 allowing non-traditionally designed ADS-equipped vehicles to temporarily exempt from certain FMVSS requirements. Zoox received the first-ever passenger-carrying AV exemption, allowing 2,500 vehicles for two years under enhanced oversight.

NHTSA streamlined its Standing General Order requiring ADS and Level 2 ADAS manufacturers to report certain crashes. The third amendment extends reporting deadlines to 5 days for serious crashes, narrows vulnerable road user scope, eliminates monthly no-crash reports, and adds a $1,000 property damage threshold for less severe ADS crashes.

The Beijing Autonomous Vehicle Regulations, passed by the Standing Committee of the Beijing Municipal People's Congress in December 2024 and effective 1 April 2025, providing a city-wide Level 3-plus legal framework for autonomous-vehicle road testing, demonstration, and commercial operation (superseding the prior demonstration-zone-only basis; Beijing's high-level autonomous-driving demonstration zone launched 2020 and granted its first fully driverless permits in 2023). Operates within China's national ICV framework (see china-av-framework).

Switzerland's Ordinance on Automated Driving (Verordnung ueber das automatisierte Fahren, VAF, SR 2025/50), adopted 13 December 2024 and in force from 1 March 2025. It permits motorway autopilot, driverless vehicles on cantonally authorised routes (with a remote operator located in Switzerland), and automated parking - the road-AV framework Swiss-deployed autonomous-vehicle operators fall under.

NYC DOT requires an Autonomous Vehicle Testing Permit with an annual fee of $5,000. The permit program runs through March 31, 2026, and establishes requirements for AV testing on New York City streets.

Korea’s Autonomous Vehicle Commercialization Act establishes a comprehensive framework for commercial autonomous vehicle deployment, including safety certification, operational permits, and liability provisions. Korea aims for commercial Level 4 AV services by 2027.

Regulation (EU) 2024/1689 (the AI Act) entered into force on 1 August 2024. Current timeline per the Commission's AI Act Service Desk, as amended by the Digital Omnibus on AI (Regulation (EU) 2026/1744): definitions, AI literacy and prohibited practices apply from 2 February 2025; general-purpose AI model rules and national authority and penalty set-up from 2 August 2025; most remaining rules, Article 50 transparency and Commission enforcement of GPAI rules from 2 August 2026; new deepfake and abuse-imagery prohibitions and the Article 50(2) transitional deadline from 2 December 2026; high-risk rules for Annex III systems from 2 December 2027; high-risk rules for AI embedded in Annex I regulated products from 2 August 2028. Applicability to robots: a robot's AI is high-risk mainly through Article 6(1) when it is a safety component of a product covered by Annex I product law; since the Omnibus, machinery (Regulation (EU) 2023/1230) sits in Annex I Section B, so AI-specific requirements for machinery arrive through delegated acts under the Machinery Regulation rather than direct AI Act conformity assessment. Robots used in Annex III settings (for example employment or worker management, or critical infrastructure) can also be high-risk under Article 6(2). Verified on 2026-10-26.

The Saudi Transport General Authority (TGA) established a Regulatory Sandbox to pilot autonomous vehicle services including robotaxis, shuttles, and freight transport. Companies can test AVs in controlled conditions before full commercial deployment.

The United Kingdom's Automated Vehicles Act 2024 (2024 c. 10), which received royal assent on 20 May 2024 (most provisions commencing via secondary legislation). It establishes the framework for self-driving cars and trucks: an 'authorised self-driving entity' (ASDE) accountable for the vehicle's behaviour, a 'no-user-in-charge' operating mode, and user-in-charge immunity. Built on the Law Commission's joint review of automated vehicles.

NIST CSF 2.0, released February 2024, expanded the cybersecurity framework to cover all critical infrastructure sectors including autonomous vehicles, robotics, and AI systems. Adds Govern function to original five functions (Identify, Protect, Detect, Respond, Recover). Voluntary framework widely adopted by AV manufacturers and robot companies.

China's national framework for autonomous (intelligent connected) vehicles. Centered on the 17 Nov 2023 Notice on launching the pilot work for access and on-road operation of intelligent connected vehicles, issued jointly by MIIT, the Ministry of Public Security, the Ministry of Housing and Urban-Rural Development, and the Ministry of Transport, which permits qualified Level 3 and Level 4 ICVs (passenger and freight) on roads in restricted areas of qualified cities under a manufacturer-plus-user consortium model; together with the 2021 Norms for the Administration of Road Testing and Demonstration Applications of ICVs and the GB national driving-automation standards. Autonomous-truck operation (e.g. Inceptio's L2+/L3 fleets, and Pony.ai's first-in-China cross-provincial robotruck platooning approval on the Beijing-Tianjin-Hebei corridor, Jan 2025) falls under this national framework; there is no separate national robotruck statute.

Japan legalized Level 4 autonomous driving (Specified Autonomous Driving) via revised Road Traffic Act, effective April 2023. Requires prefectural public safety commission permission, a remote monitoring system (like air traffic control), and compliance with safety standards. Initially targeting rural areas with driverless mobility services.

Japan's automated-driving legal framework under amendments to the Road Traffic Act, administered by the National Police Agency (permissions via prefectural Public Safety Commissions). The 2019 amendment authorized Level 3 conditional automated driving (effective 1 April 2020); the 2022 amendment (Act No. 32) authorized Level 4 'specified automated operation' - driverless, remote-supervised operation with no in-vehicle driver (effective 1 April 2023), with the first L4 approval granted to a low-speed service in Eiheiji, Fukui Prefecture on 11 May 2023. The framework is vehicle-class-general (covers shuttles/buses; first deployments are low-speed shuttles).

Provisions of the Shanghai Pudong New Area on Promoting the Innovative Application of Driverless Intelligent Connected Vehicles, effective 1 February 2023, authorizing Level 4 driverless ICV testing, demonstration, and commercial application within Pudong. Operates within China's national ICV framework (see china-av-framework). Thin English-language primary coverage (cap-flagged).

NIST published the AI Risk Management Framework in January 2023, providing voluntary guidelines for managing risks associated with AI systems. Includes functions: Govern, Map, Measure, Manage. 2026 updates include Agentic Profile for autonomous AI systems with tool-use capabilities and critical infrastructure profile covering autonomous robots and vehicles.

Singapore's Road Traffic (Autonomous Motor Vehicles) Rules 2017 (amended December 2022), made under the Road Traffic Act 1961 and administered by the Land Transport Authority (LTA). The rules provide an opt-in trial and operational authorization requiring a qualified safety driver, a CETRAN safety assessment, mandatory third-party insurance, and a data recorder (black box); provisional national AV standards sit in Technical Reference TR 68.

Section 24116 of the Bipartisan Infrastructure Law directs NHTSA to collect safety data from automated driving system manufacturers. NHTSA’s February 2026 Report to Congress summarized ADS crash data collected under the Standing General Order, covering Level 2 ADAS and Level 3-5 ADS crash reports.

Regulations of the Shenzhen Special Economic Zone on the Administration of Intelligent Connected Vehicles, adopted 23 June 2022 and effective 1 August 2022 - China's first local law to permit fully driverless commercial autonomous-vehicle operation (no safety driver) on designated roads, with provisions on access, testing, demonstration, commercial operation, and liability. Operates within China's national ICV framework (see china-av-framework).

ISO/SAE 21448 addresses safety hazards arising from performance limitations of intended functionality, complementing ISO 26262 which addresses failures of electrical/electronic systems. Critical for autonomous driving systems where AI/ML performance insufficiencies can cause hazards without system failures.

New Mexico has NO enacted comprehensive autonomous-vehicle statute; two legislative attempts failed (2021 HB270 and 2025 HB148, which would have required a human operator until 2036 but stalled in committee). AV operation is instead governed by a narrow testing statute (NMSA 66-7-12, autonomous motor vehicles; notification and regulation of testing) and the operative NMDOT administrative rule, NMAC 18.24.1.9 (Autonomous Motor Vehicle Testing and Operation, effective April 19, 2022), which permits human-supervised testing and, on certification (FMVSS compliance, minimal-risk condition, insurance, registration, law-enforcement interaction protocol), driverless operation. This agency-rule regime is the basis for Kodiak Robotics' autonomous Class 8 truck runs in the New Mexico portion of the Permian Basin. Applies to autonomous vehicles including trucks. EDITORIAL NOTE: the thin source base reflects genuinely thin underlying law (no comprehensive statute), not a sourcing gap.

Arizona's framework authorizing fully autonomous (SAE Level 4/5) vehicle operation on public roads. It began with Executive Order 2015-09 (testing, Aug 2015), expanded to driverless operation under Executive Order 2018-04 (Mar 1, 2018), and was codified in statute as Arizona Revised Statutes Title 28, Chapter 9, Article 5 (sections 28-9701 to 28-9708) via HB 2813 (effective Sept 29, 2021). It is one of the most permissive US regimes: the automated driving system is legally the driver, with no vehicle-weight cap, so it applies to both passenger AVs (robotaxis) and autonomous trucks (e.g. TuSimple ran driverless on I-10). Operators file a law-enforcement interaction plan and a written compliance statement with ADOT/DPS.

France adopted a regulatory framework authorizing automated vehicles up to Level 4 (no driver onboard) for passenger transport, regulated by STRMTG. Requires safety case approval, defined operational design domain, and compliance with French road traffic law. France mandates black-box data recorders for all self-driving cars.

Germany amended its Road Traffic Act (StVG) to permit Level 4 autonomous driving, requiring technical supervision, a data recorder, and compliance with safety standards at least equivalent to a careful human driver. The law was the first worldwide to allow L4 AVs in regular traffic.

The US National Highway Traffic Safety Administration's framework governing automated-driving-system (ADS) vehicles. It centers on the Standing General Order (SGO 2021-01, first issued June 2021 and amended through 2025) requiring crash reporting for ADS and Level 2 ADAS vehicles; the Federal Motor Vehicle Safety Standards (FMVSS, 49 CFR Part 571) and the Part 555 / Automated Vehicle Exemption Program pathways for vehicles lacking traditional driver controls; and the proposed ADS-equipped Vehicle Safety, Transparency, and Evaluation Program (AV STEP). In April 2025, DOT and NHTSA announced a revised AV Framework built on three principles: prioritize safety of AV operations, remove unnecessary regulatory barriers, and enable commercial deployment.

UNECE Regulation No. 157 establishes the first binding international regulation for Level 3 automated lane keeping systems (ALKS). Defines operational design domain (up to 60 km/h initially, extended to 130 km/h), driver monitoring, transition demand, and system safety requirements. Adopted by EU, Japan, and UK.

UNECE Regulation No. 155 requires vehicle manufacturers to implement a Cybersecurity Management System (CSMS) for type approval of connected and autonomous vehicles. Covers cybersecurity risks, threat detection, and incident response. Adopted by 64 countries including EU, Japan, and South Korea.

UNECE Regulation No. 156 requires vehicle manufacturers to implement a Software Update Management System (SUMS) for type approval. Covers OTA software updates for connected and autonomous vehicles, including cybersecurity, integrity, and rollback requirements. Adopted alongside R155 by 64 countries.

UNECE Regulation No. 152 mandates Advanced Emergency Braking Systems (AEBS) for passenger cars (M1) and light commercial vehicles (N1). Requires automatic braking for vulnerable road user detection and collision avoidance. Foundation regulation for autonomous braking performance standards.

South Korea's Act on the Promotion of and Support for Commercialization of Autonomous Vehicles (Act No. 16421), administered by MOLIT (Ministry of Land, Infrastructure and Transport), enacted 30 April 2019 and effective 1 May 2020. It designates self-driving sections of public roads and autonomous-driving testing/demonstration districts with regulatory exemptions, sets minimum-insurance rules, and underpins MOLIT temporary operation permits (e.g. Hyundai RoboRide in Gangnam, Seoul). Vehicle-class-general; supports passenger AVs, buses, and freight (the highway pilot has expanded across dozens of routes).

Florida's autonomous-vehicle framework, one of the most permissive in the US. It began with CS/HB 1207 (2012, ch. 2012-111) authorizing AV testing/operation by a licensed operator, was amended by a 2016 transportation omnibus (HB 7027), and was substantially expanded by CS/HB 311 (2019, ch. 2019-101): a fully autonomous vehicle may operate with NO human operator present and NO special state permit, with the automated driving system deemed the operator, plus on-demand-AV-network insurance rules and a legislative intent of statewide uniformity that preempts local AV bans. Codified at Fla. Stat. 316.85, 316.86, and 319.145, with definitions at 316.003(3). TRUCK SCOPE: the definitions are class-agnostic ('any vehicle equipped with an automated driving system'), with no weight cap or commercial-vehicle exclusion, and the 2016 amendment opened the door to truck platooning, so the law applies to both passenger AVs (robotaxis) AND autonomous trucks. Waymo launched public robotaxi service in Miami in January 2026 under this no-permit framework.

Arkansas's autonomous-vehicle statute: Act 468 of 2019 (originating bill HB1561), codified at Arkansas Code 27-51-2001 to 27-51-2006, signed March 14, 2019 with an emergency clause, and amended by Act 619 of 2021 (effective July 28, 2021). It authorizes operation of fully autonomous (SAE Level 4/5) vehicles on Arkansas roads under an AV pilot program with an ArDOT exemption; fully autonomous vehicles may operate without a human driver and may lack traditional controls, subject to insurance, traffic-law compliance, a minimal-risk-condition fail-safe, and a remote operator able to meet accident-reporting duties. This is the enabling law under which Gatik runs driverless Walmart middle-mile in Bentonville. Applies to autonomous vehicles including trucks.

ISO 26262 is the international standard for functional safety of electrical and electronic systems in road vehicles, including autonomous driving systems. Covers system lifecycle, hazard analysis, ASIL classification, and safety requirements. Applicable to AV hardware and software components including sensors, actuators, and AI systems.

Texas Senate Bill 2205 (85th Legislature, effective Sept 1, 2017) amended the Transportation Code to authorize the operation of automated motor vehicles, including driverless commercial trucks, on Texas roads without a human operator, provided the vehicle meets specified requirements. It is the state enabling law under which Aurora, Kodiak, and others run driverless commercial freight in Texas.

Colorado SB 17-213 authorized the use of highly autonomous driving systems (Levels 4-5) in Colorado, with or without a human driver, provided the system can comply with all applicable state and federal laws. Colorado DOT oversees AV testing and deployment.

Georgia HB 472 allows autonomous vehicles to operate on public roads without a human driver, provided the vehicle can meet all state traffic laws. Requires insurance coverage and compliance with federal standards. State law preempts local AV regulation.

Michigan passed the SAVE (Self-Driving Vehicles for Exceptional People) Act in 2016, allowing AV testing and deployment without a human driver. Permits operation of autonomous vehicles by manufacturers, making Michigan one of the most AV-friendly states.

Australia's automated-vehicle regulatory framework, led nationally by the National Transport Commission (NTC) through its Automated Vehicle Program (model legislation and an Automated Driving System Entity safety-assurance framework; policy paper February 2022), and at state level by South Australia's Motor Vehicles (Trials of Automotive Technologies) Amendment Act 2016, which made South Australia the first Australian jurisdiction to allow on-road driverless trials (in force 31 March 2016). The national commercial-deployment framework is a multi-year reform program; the SA Act is the binding first-mover instrument. Covers passenger and freight vehicles.

Washington DC's codified autonomous-vehicle statute: the Autonomous Vehicle Act of 2012 (effective Apr 23, 2013), codified at D.C. Code 50-2351 et seq. (Chapter 23A), amended by the Autonomous Vehicles Testing Program Amendment Act of 2020 (D.C. Law 23-156) and a 2024 testing-permit-requirement amendment. Unlike New York's annually-renewed testing rider, DC has a permanent codified chapter with SAE J3016 definitions. However it is testing-only and currently dormant: DDOT has not opened the driverless-permit application pathway, and as of late 2025 testing requires a human physically present. No commercial robotaxi service operates in DC. CAP-AND-FLAG: thin source coverage reflects the statute's low activity, not a sourcing gap.

Nevada was the first US state to authorize autonomous vehicles: AB 511, signed June 16, 2011, codified as Nevada Revised Statutes Chapter 482A (Autonomous Vehicles) with implementing rules at Nevada Administrative Code Chapter 482A. It authorizes testing and fully autonomous operation without a human driver under defined conditions (NRS 482A.200), for both passenger AVs and trucks (including driver-assistive truck platooning). The DMV is the registering authority; paid for-hire driverless passenger transport falls under the Nevada Transportation Authority. A 2025 bill (SB 395) proposed to require a human operator onboard commercial autonomous trucks and buses; track as a restriction-direction proposal.

On October 13, 2026 the Portland Bureau of Transportation briefed the City Council Public Works Committee on proposed City Code and Administrative Rules for for-hire automated vehicles. Proposals include 50,000 testing miles in Portland before a for-hire permit (25,000 with a licensed human driver, then 25,000 driverless), per-company caps of 15 test vehicles and 75 for-hire vehicles in year one, a 225-vehicle citywide year-one cap, fleet-wide permit suspension after two traffic violations by the AV driver, a ban on selling trip data, a US driver's license requirement for remote operators, and a per-trip driver support fee. The committee returns to it on October 27, 2026. Waymo began mapping Portland in 2026.

NHTSA proposed amending FMVSS 102, which requires transmission shift positions be visible to drivers, to exempt fully autonomous vehicles without traditional driver interfaces. Part of broader regulatory relief efforts for AV deployment.

Congress has yet to enact a dedicated federal liability statute for self-driving cars. The SELF DRIVE Act (H.R.7390) includes insurance provisions but has not passed. NHTSA has provided guidance but no binding liability framework. States are filling the gap with patchwork insurance and liability laws.

The SELF DRIVE Act of 2026 would preempt state-level restrictions on autonomous vehicles, allow autonomous trucks to earn revenue during pilot operations, and direct FMCSA to update rules recognizing fully autonomous trucks by 2027. Cleared a significant legislative hurdle in 2026.

Zoox issued recall 26E044 after an unoccupied Zoox autonomous vehicle encountered heavy smoke that obscured visibility on June 20, 2026. Software update released July 15, 2026 to all impacted Zoox vehicles on public roads.

India scrapped licensing requirements for radio spectrum used by crash-avoidance and self-driving systems in cars, removing a commercial barrier to autonomous vehicle technology adoption. India’s Motor Vehicles Act of 1988 still does not explicitly permit autonomous vehicle testing.

NHTSA proposed rulemaking to require pedestrian automatic emergency braking (PAEB) on all new passenger vehicles, including those with ADAS. Rule follows NHTSA data showing rising pedestrian fatalities and tests of ADAS-equipped vehicles for pedestrian detection performance.

Dubai Executive Council Decision 939 establishes the regulatory framework for autonomous vehicle activities in Dubai, requiring operators to submit evidence-based safety dossiers including certifications, testing history, and Dubai-specific operational testing.

Waymo filed a voluntary recall covering 3,791 robotaxis after an unoccupied Waymo vehicle drove into a flooded road in San Antonio and was swept into Salado Creek. The recall deployed an OTA software fix to the entire fleet, adding extreme weather constraints and flash flood area limitations.

NHTSA upgraded its Tesla Full Self-Driving investigation to an Engineering Analysis covering 3,203,754 vehicles, the step typically preceding a recall. The probe examines FSD failure in reduced-visibility conditions, with nine documented incidents including a pedestrian fatality.

NHTSA reopened the comment period for its Incident Reporting requirements for ADS and Level 2 ADAS crashes (Docket NHTSA-2026-0529). The General Order requires reporting within 5 days for crashes involving hospital-treated injury, fatality, air bag deployment, or vulnerable road user strikes. Updated monthly reporting required by 15th of following month.

Utah legislature passed HB0581 (Autonomous Vehicle Amendments) during the 2026 General Session, updating state law regarding conditions for driverless AV use and compliance with state traffic laws.

Colorado SB 24-205 requires developers and deployers of high-risk AI systems to exercise reasonable care to avoid algorithmic discrimination, conduct impact assessments, and provide consumer disclosures. First US state law modeled on EU AI Act high-risk framework. Applies to AI used in consequential decisions including employment, finance, healthcare, and housing.

Nevada SB 288 revises provisions relating to transportation network companies and sets the AV insurance and liability framework for autonomous vehicle operations in Nevada.

Illinois SB 1432 holds autonomous vehicle builders accountable for traffic violations, establishing manufacturer liability for AV traffic violations and setting insurance requirements for AV operation in Illinois.

The UK new self-driving regime shifts liability from the driver to the Automated Driving System Entity (ADSE) when a vehicle is operating in self-driving mode. Secondary legislation being introduced during 2026 addresses licensing, insurance, and safety reporting requirements for authorized self-driving features.

The National Transport Commission completed reforms to allow automated vehicles to operate under Australian road laws, establishing the Automated Driving System Entity (ADSE) as the legal driver and defining safety duties, insurance, and registration requirements.

Nebraska permits deployment of Level 4 and Level 5 autonomous vehicles without an operator present in the vehicle, with same liability coverage requirements as nonautomated vehicles under existing insurance law.

Arizona permits deployment of Level 4 and Level 5 autonomous vehicles without a licensed driver, with same liability coverage required for nonautomated vehicles under existing insurance law. One of the most permissive AV deployment frameworks.

Ras Al Khaimah (RAK) issued Law No. 1 of 2026 regulating the operation of autonomous vehicles, designating RAKTA as the competent regulator. Establishes licensing, technical inspection, and operational standards for AVs in the emirate.

Saudi Arabia amended its traffic law to establish a legal framework for self-driving vehicles, defining legal responsibilities for owners and operators of fully autonomous vehicles. Owners of fully autonomous vehicles bear legal responsibility for compliance with traffic regulations.

New Hampshire permits deployment of Level 4 and Level 5 vehicles without a licensed driver in vehicle. Liability coverage of at least $5 million required for testing, and same as nonautomated vehicles for deployment.

New York S9008-C/A10008-C requires manufacturers to have liability coverage of at least $5 million per vehicle listed on a testing application for autonomous vehicle testing on New York roads.

Utah permits deployment of Level 4 and Level 5 autonomous vehicles without a licensed driver, with same liability coverage requirements as nonautomated vehicles under existing insurance law.

China's Ministry of Industry and Information Technology (MIIT) introduced strict regulations for autonomous driving technologies, banning terms like 'autonomous driving,' 'self-driving,' and 'L2.999' in marketing. Systems must be labeled as 'Level X.' Prohibited phrases include those suggesting full autonomy for Level 2 systems.

Waymo recalled 505 5th generation robotaxis via over-the-air software update after NHTSA investigation found vehicles could exhibit unexpected driving behavior in certain construction zone scenarios. Recall addressed low-speed collision risk.

Zoox issued a recall for its robotaxi fleet after NHTSA investigation found the ADS could misjudge pedestrian proximity in certain crossing scenarios. Software update addressed pedestrian detection and braking behavior.

NHTSA closed Engineering Analysis EA22002 after Tesla filed Recall 23V838 affecting approximately 2 million vehicles, addressing Autopilot driver engagement system weaknesses. The investigation found Tesla’s driver engagement was inadequate for Autopilot’s permissive operating capabilities. NHTSA opened a separate recall query (RQ24009) to assess remedy effectiveness.

NHTSA opened Engineering Analysis EA26001 investigating Cruise LLC autonomous vehicles after a pedestrian was dragged by a Cruise robotaxi in San Francisco in October 2023. Investigation examines the ADS’s response to pedestrian collisions and post-collision behavior.

Following the Oct 2, 2023 pedestrian-dragging incident, the California DMV suspended Cruise's permits to operate driverless vehicles, citing the company's failure to share footage of the dragging and determining the vehicles were not safe for public operation. The California Public Utilities Commission (CPUC) separately suspended Cruise's driverless testing permit roughly three weeks after the incident. Cruise pulled all driverless vehicles off public roads nationwide in response. The suspensions effectively ended Cruise's driverless commercial robotaxi operations in California.

Germany enacted the Autonomous Driving Act (amendment to StVG) and the AFGBV ordinance, becoming the first country to allow Level 4 autonomous vehicles nationwide. Requires technical supervision, data recorder (black box), operator approval, and compliance with road traffic regulations. Applies to defined operational design domains.

Minnesota HB 6 defines platooning systems and vehicle platoons, requiring INDOT approval for platooning plans on freeways. Plans must include vehicle configuration, route, timeframes, driver certification, and insurance. Platoon limited to 3 vehicles with human driver in each.

Iowa SF 302 defines automated driving systems and authorizes driverless-capable vehicles to operate on public highways without a human driver if the vehicle can achieve minimal risk condition, comply with traffic laws, and has FMVSS certification. Defines on-demand driverless-capable vehicle networks.

North Dakota HB 1199 defines vehicle platoons using V2V communications at close following distances on multilane divided highways. Exempts platoon following vehicles from following too closely law. Requires NDDOT-approved operational plan.

Tennessee SB 151 creates the Automated Vehicles Act, permitting ADS-operated vehicles on public roads without a driver if conditions are met. Preempts local regulation, considers ADS as the driver for liability purposes when fully engaged. Applies only to high or full automation mode.