Autonomous Vehicles AI Regulation

Vehicle Laws - Fully Autonomous Vehicles

Maryland's SB 909 (2026, first reader text, cross-filed with HB 1295) would have allowed fully autonomous vehicles to operate without a human driver on Maryland highways if they meet safety, first responder plan and insurance requirements, including at least $1,000,000 combined single limit liability coverage when the automated system is engaged. It would have barred state and local bans on such vehicles. It had a Senate hearing set for March 4, 2026 and died when the 2026 session ended.

Vehicle Laws - Fully Autonomous Vehicles

Maryland's HB 1295 (2026, first reader text, cross-filed with SB 909) would have allowed fully autonomous vehicles to operate without a human driver on Maryland highways if they meet safety, first responder plan and insurance requirements, including at least $1,000,000 combined single limit liability coverage when the automated system is engaged. It would have barred state and local bans on such vehicles. It had a House hearing set for March 5, 2026 and died when the 2026 session ended.

Autonomous vehicles and on-demand autonomous vehicle networks operation authorized, and rulemaking authorized.

Not law. Minnesota's HF 4521 would have amended Minn. Stat. 169.011 and added sections 169.251 to 169.255 letting autonomous vehicles operate with annual commissioner of public safety authorization (not effective until July 1, 2027), at least $10,000,000 combined single limit liability coverage for driverless use, and independent safety verification. On-demand autonomous vehicle networks would need separate authorization. Fees and some deadlines were left blank. It never left committee.

Autonomous vehicles regulated.

Not law. Minnesota's HF 3513 would have authorized level 4 and 5 autonomous vehicles to operate on public roads, with driverless operation requiring commissioner authorization and a first responder interaction plan, and at least $1,000,000 combined single limit liability coverage. It would also have let on-demand autonomous vehicle networks operate under state rules, treated the driving system as the driver, and preempted local regulation. Introduced February 19, 2026; it never left committee.

Autonomous Vehicle Safety

Not law: died in committee. Florida's HB 1469 would have amended s. 319.145, F.S., the autonomous vehicle requirements. Per its title, it would have required autonomous vehicles registered in Florida to comply with federal motor vehicle standards, regulations and laws, and barred autonomous vehicles from interstate commerce or carrying passengers or goods for hire unless a licensed human operator is physically present to monitor the vehicle and take control if needed. It died in the Government Operations Subcommittee on March 13, 2026.

Delivery of Commercial Goods by Autonomous Vehicles

Not law: died in committee. Florida's SB 1258 would have added s. 316.85(6), F.S., providing that an autonomous vehicle may not be used to deliver commercial goods directly to a residence or business for use or retail sale unless a licensed human operator is physically present in the vehicle. The Department of Highway Safety and Motor Vehicles would have had to report to the Legislature, after consulting the Highway Patrol, Department of Commerce, Department of Transportation and independent experts. It died in Transportation on March 13, 2026.

Autonomous Vehicles

Not law: died in committee. Florida's CS/HB 725 (2017) would have let a person with a valid driver license engage a vehicle's autonomous technology and treated that person as the operator for traffic laws, deemed the technology validly licensed in autonomous mode, and required registered autonomous vehicles to alert people to a technology failure and, if no human takes control, be capable of bringing the vehicle to a complete stop. It was indefinitely postponed and died in the Government Accountability Committee on May 5, 2017.

Vehicles with Autonomous Technology

Florida's CS/HB 1207 (2012) defines an autonomous vehicle as one equipped with technology that can drive without active human control or monitoring, lets a person with a valid driver license operate one in autonomous mode (that person is the operator), sets equipment standards for registration, and permits testing by manufacturers' designees with a human monitor (except on a closed course) after proof of $5 million in insurance. The Department of Highway Safety and Motor Vehicles must report to the Legislature by February 12, 2014. Approved April 13, 2012 (Chapter 2012-111); effective July 1, 2012.

Concerning the operation of autonomous motor vehicles.

Washington's SB 6243 (2026 session) would have added rules for autonomous motor vehicles (Level 3 when engaged, or Level 4 or 5) to chapter 46.92 RCW. Operators would need department authorization with a first responder action plan, driverless operation would need liability insurance of at least $1,000,000 per occurrence (replacing the current $5 million), and local governments could not ban autonomous vehicles or add taxes or requirements. It would have taken effect October 1, 2026. It had a first reading on January 20, 2026, got no hearing and died at adjournment.

Relating to autonomous vehicles.

Not law. Oregon HB 4085 (2026) would have let autonomous vehicles run on Oregon highways with the driving system engaged if they can reach a minimal risk condition or request intervention, follow state vehicle law and meet federal safety standards. It would have required at least $1 million per occurrence third-party liability coverage, state authorization for driverless for-hire service and local preemption. It had a public hearing in the House Transportation committee and was in committee upon adjournment March 6, 2026.

Revises provisions relating to vehicles. (BDR 43-316)

Nevada's SB 382 (2025) would have let trailers used primarily for farm purposes be registered for five years (paying all five years of fees and taxes up front) and would have let an autonomous vehicle tested or operated on a Nevada highway have automated driving system marker lamps meeting SAE J3134 and SAE J578. It passed the Senate 21-0 on April 22 and, as amended, the Assembly 42-0 on June 2, 2025; the record then shows 'No further action taken' (June 3) and no enactment, so it died with the 2025 session.

Relating to motor vehicles, including automated motor vehicles; creating a criminal offense.

Texas rewrote its rules for self-driving vehicles. A vehicle with an automated driving system may operate with or without a human driver aboard if it can follow Texas traffic laws, has a manufacturer-installed recording device, meets federal safety standards, can bring itself to a safe stop if the system fails, is registered and titled, and carries the required insurance. Carrying passengers or goods commercially with no human driver requires authorization from the Texas Department of Motor Vehicles and a first-responder plan filed with the Department of Public Safety. The act took effect September 1, 2025.

Relative to licensing requirements for autonomous vehicle testing and establishing an automated and connected vehicle testing and deployment commission.

Vetoed. HB 314 (2017-2018) would have created a New Hampshire autonomous vehicle testing license, requiring at least $10 million in insurance, bond or self-insurance, a $500 annual fee, federal safety-standard compliance and a law enforcement interaction plan; allowed SAE level 5 fully automated vehicles on the road only for licensed testers with an escort vehicle; and set up an automated and connected vehicle testing and deployment commission. Governor Sununu vetoed it on July 2, 2018. The House voted to override (279-66) but the Senate sustained the veto (5-19) on September 13, 2018.

Requires DLPS to establish training program to prepare law enforcement to interact with autonomous vehicles.

New Jersey's A958 would require the Attorney General, consulting the Commissioner of Transportation, to develop or approve a training course on safely interacting with autonomous vehicles in emergency and traffic enforcement situations and make it available to all law enforcement agencies. New officers would have to complete it before permanent appointment.

Autonomous vehicles.

Indiana's HB 1377 (2025) would have defined an automated tractor-trailer (a tractor towing a trailer or semitrailer where at least one safety-critical control function operates without direct operator input) and barred operating one on a highway to carry passengers or goods unless a qualified human operator is physically in the vehicle to monitor it and take over driving. Referred to the Roads and Transportation Committee January 13, 2025 with no further action; it did not pass.

Requires DLPS to establish training program to prepare law enforcement to interact with autonomous vehicles.

New Jersey's A3757 would require the Attorney General, consulting the Commissioner of Transportation, to develop or approve a training course for law enforcement officers on safely interacting with autonomous vehicles in emergency and traffic enforcement situations. The Attorney General would have to ensure all officers complete in-service training by December 31, 2020, a date that falls before the bill's introduction, and new officers would complete it before permanent appointment. Introduced February 22, 2024. A bill of the Legislature's 2024-2025 session, which ended January 13, 2026.

Autonomous vehicles; safety; data

Arizona's SB 1417 (2026) would have amended the autonomous vehicle chapter (A.R.S. 28-9701 et seq.) so that a fully autonomous vehicle could run without a human driver only if its operator submitted a law enforcement interaction plan, a written compliance statement, proof of at least $5,000,000 in liability coverage per occurrence, update notices and quarterly safety reports. It was held in Senate committees with no action and died when the 2026 session ended June 13, 2026.

Autonomous Vehicle Amendments

Utah's HB 581 (2026), Autonomous Vehicle Amendments (second substitute), would have directed a large public transit district to request information on a large-scale autonomous vehicle public transit network and report by November 30, 2026, updated autonomous vehicle definitions, and (per its highlighted provisions) directed the Department of Transportation to request information on autonomous vehicles. It passed the House 61-9-5 on March 3, 2026; the Senate struck the enacting clause on March 6 and the House filed it.

Autonomous Systems Amendments

Utah's SB 292 limits civil liability for automated driving systems (ADS). Noneconomic damages in actions over ADS-equipped vehicles are capped at $1,000,000 (not for wrongful death), with no punitive damages for level four or five ADS. People hurt by a driverless level four or five vehicle may sue its owner or dispatcher without proving negligence or defect, but recovery is capped at $100,000. Makers and developers of level four or five ADS are shielded from negligence claims and face product liability under stricter defect rules and a state-of-the-art defense. Signed March 23, 2026; effective May 6, 2026; the limits are repealed July 1, 2030.

Establishes autonomous vehicle pilot program.

Not law. S 4702 would have had the New Jersey Motor Vehicle Commission run a three-year pilot letting approved testers operate fully autonomous vehicles, overseen by a seven-member task force. Testers would need a trained operator able to take control and $5 million in insurance or a bond; vehicles would need safety redundancy, override controls, crash data recording, cybersecurity and visible AV markings, and collisions would be reported within 48 hours. It also set rules for autonomous taxis and trucks. The Senate Transportation Committee approved it 6-0 on November 10, 2025, but it died when the 2024-2025 session ended.

Establishes autonomous vehicle pilot program.

Not law. A 5919 would have had the New Jersey Motor Vehicle Commission run a three-year pilot letting approved testers operate fully autonomous vehicles, overseen by a five-member task force. Testers would need a trained operator able to take control and $5 million in insurance or a bond; vehicles would need safety redundancy, override controls, crash data recording, cybersecurity and visible AV markings, and collisions would be reported within 48 hours. It also set rules for autonomous taxis and trucks. It never left the Assembly Transportation Committee before the 2024-2025 session ended; its Senate twin, S 4702, got further.

Autonomous vehicles; work group to conduct an assessment of workforce impacts, etc.

Virginia's HB 1124 directs the autonomous-vehicle work group convened by the Secretary of Transportation (with the Secretary of Public Safety and Homeland Security) under Chapter 498 of 2025 to assess the workforce impacts of autonomous vehicles, including an overview of job losses and gains. The group must include stakeholders from the auto manufacturing industry and labor representatives from the passenger and product carrier business, and complete its assessment of labor impacts by November 1, 2026. Approved April 13, 2026 (Chapter 738); effective July 1, 2026.

Relative to providing multimodal transportation technologies

Not law. S 2379 would have allowed fully autonomous vehicles (SAE Level 4 or 5) to drive on Massachusetts highways without a human driver once licensed by MassDOT, if they can reach a minimal-risk condition after a system failure and follow traffic laws. Vehicles of 10,000 pounds or more would still need a human driver aboard; owners would file a law-enforcement interaction plan and carry $1 million in liability coverage, and on-demand autonomous ride networks would be allowed. It was sent to a study order on July 31, 2026, ending it for the session.

Mississippi Fully Autonomous Vehicle Enabling (MS FAVE) Act of 2023; establish to regulate operation of autonomous vehicle on public roads.

Mississippi's MS FAVE Act of 2023 lets fully autonomous vehicles run on public roads without a human driver if the system is engaged and the vehicle will reach a minimal risk condition if it fails, can obey traffic laws, and bears any federally required certification label. Operators must first file a law enforcement interaction plan and proof of insurance with the Department of Public Safety. The engaged system counts as the licensed driver; vehicles are registered and titled as autonomous; on-demand AV networks may operate; and state agencies and local governments cannot ban AVs or add AV-specific taxes, fees or rules. Effective July 1, 2023.

Automated driving systems; requirements for operation, civil penalties, report.

Virginia's HB 1125 (2026), in the proposed House Transportation Committee substitute (HB1125HC1), would have allowed fully autonomous vehicles (SAE level 4 or 5) to carry property or passengers commercially without a human driver if the Department of Motor Vehicles issued an autonomous operation license, and would have required $1 million in third-party liability coverage, set civil penalties of up to $1,000 per offense, and barred localities from prohibiting their operation. It was left in the Transportation Committee on February 18, 2026 and died.

A BILL for an Act to provide an appropriation to the agriculture commissioner, the attorney general, the department of career and technical education, the department of health and human services, and the department of transportation to increase the use of uncrewed aircraft systems, autonomous…

North Dakota's HB 1037 (2025), introduced by the Legislative Management Workforce Committee, would have appropriated $750,000 from the general fund to each of five agencies ($3.75 million in total) for grants to increase the use of uncrewed aircraft systems, autonomous vehicles or other autonomous technology, and would have directed a legislative management study of the economic impact of autonomous technology. The House defeated it 12-80 on February 24, 2025.

Autonomous Vehicles

Alaska's HB 217 (2025-26), in its Senate committee-substitute form SCS CSHB 217(TRA), would have regulated autonomous vehicles registered in Alaska and let the licensing department require a commercial motor vehicle license applicant to retake only the failed or incomplete portions of a driving test. The House passed it April 30, 2026; Senate State Affairs reported it May 17 and sent it to Rules. It died when the session ended May 20, 2026.

AUTONOMOUS VEHICLES

Illinois's HB 5220 (104th General Assembly) would add an Autonomous Vehicles Article to the Illinois Vehicle Code. It would set requirements for testing autonomous vehicles on public roads by a properly licensed driver, let the Secretary of State adopt rules, set manufacturer requirements, and prohibit certain acts by dealers and manufacturers. Re-referred to Rules March 27, 2026.

Fully autonomous vehicles; extend repealer on requirement that law enforcement interaction plan be submitted to DPS before operating.

Mississippi's HB 1770 (2026) would amend Section 63-35-7 to extend the repealer on the requirement that a person submit a law enforcement interaction plan to the Department of Public Safety before operating a fully autonomous vehicle without a human driver on public roads, moving the repeal date from July 1, 2026 to July 1, 2029. It died in committee on February 3, 2026.

AUTONOMOUS VEH REQUIREMENTS

Illinois's SB 1471 (103rd General Assembly) would have amended the Illinois Vehicle Code to require manufacturers to file automation-level documentation with the Department of Transportation before selling or operating an autonomous vehicle, allow Level 2 vehicles to be sold and registered, and prohibit Level 3, 4 and 5 vehicles. It was not passed before the 103rd General Assembly ended (Session Sine Die, January 7, 2025).

VEH CD-AUTONOMOUS VEHICLES

Illinois's HB 5192 (100th General Assembly) would have amended the Illinois Vehicle Code to define automated driving systems and autonomous vehicles (Levels 3 to 5), require the Secretary of State to create a unique registration plate for autonomous vehicles of 12,000 pounds or less, and require proof of insurance or a surety bond of $1,000,000 to $5,000,000 before registration. Filed February 15, 2018; died at Session Sine Die on January 8, 2019.

Income tax: credits: commercial production.

California's AB 2403 (2025-26 Regular Session) would have created a 20% or 30% income tax credit for qualified production costs above $500,000 for commercials produced in California, for taxable years from January 1, 2027 to before January 1, 2032. It would exclude commercials created entirely by generative AI or using generative AI or autonomous vehicles in ways that replace human job functions. Held in Senate Appropriations on August 13, 2026; not passed before the session ended.

Autonomous vehicles.

California's AB 2193 (2025-26 Regular Session) would have amended Vehicle Code Section 38750 to say who receives a traffic citation when an autonomous vehicle commits a violation: the registered owner if no one is in the driver's seat, the driver if someone is, with exceptions, and the manufacturer of the autonomous technology for level 4 or 5 vehicles, as specified. It was held in Assembly Appropriations on May 14, 2026 and was not passed before the session ended.

Autonomous vehicles.

California's AB 33 (2025-26 Regular Session) would have barred delivering commercial goods through an autonomous vehicle without a human safety operator on California highways, with a $10,000 administrative fine for a first violation and $25,000 for later ones. The Assembly passed it 57-7 on May 29, 2025; it was ordered to the Senate inactive file on September 9, 2025 and not taken up again.

Vehicle Code (75 Pa. C.S.) - omnibus amendments (Act 130 of 2022), including highly automated vehicles and platooning

Pennsylvania's Act 130 of 2022 rewrites Chapter 85 of the Vehicle Code on highly automated vehicles (vehicles with an automated driving system). Operating one on a highway requires a certificate of compliance issued by PennDOT after a self-certification, which is deemed approved if not rejected within 30 days. The act sets operation, commercial operation, enforcement and penalty rules, updates the Highly Automated Vehicle Advisory Committee, and makes PennDOT the lead agency on platoons of up to three vehicles. Most provisions took effect in 240 days (July 1, 2023).

Neighborhood Occupantless Vehicle.

North Carolina's S.L. 2021-179 authorizes neighborhood occupantless vehicles: low-speed, fully autonomous vehicles designed to carry cargo with no occupant. New G.S. 20-121.2 sets the roadways they may use and their operating rules, and exempts a fully autonomous vehicle operated exclusively by an automated driving system from state equipment rules that exist only to support a human driver. It took effect Dec. 1, 2021.

AN ACT RELATING TO MOTOR VEHICLES; ADDING DEFINITIONS TO THE MOTOR VEHICLE CODE; PROVIDING FOR AUTONOMOUS MOTOR VEHICLES; REQUIRING PERMITS; ALLOWING PLATOONING OF MOTOR VEHICLES.

New Mexico's HB 270 (Laws 2021, Chapter 114) sets rules for autonomous motor vehicles. It adds Motor Vehicle Code definitions for automated driving systems (SAE levels 3 to 5), autonomous and autonomous commercial motor vehicles and their operators, and allows platooning. Anyone testing an autonomous vehicle on a public highway must notify the Department of Transportation at least five calendar days in advance. Autonomous vehicles must meet federal safety standards and be able to obey state traffic laws, and local governments may not ban them solely for being automated. It took effect July 1, 2022.

An Act to establish provisions for the operation of automated motor vehicles.

South Dakota's 2024 HB 1095 creates a framework for automated motor vehicles. A fully autonomous vehicle (SAE J3016 level 4 or 5) may operate on public roads without a human driver if its automated driving system is engaged, it can reach a minimal risk condition when the system fails or leaves its operational design domain, and it can comply with traffic and safety laws. While engaged, the automated driving system is the driver. The act also covers on-demand autonomous vehicle networks, crash duties, insurance and registration. The act states no effective date.

Autonomous Vehicle Testing Permit Requirement Congressional Review Emergency Amendment Act of 2025

Expired. This District of Columbia emergency act, in force from March 21 to June 19, 2025, amended the Autonomous Vehicle Act of 2012 to bar testing or operating an autonomous vehicle on District roads without an AV testing permit. Until DDOT made permit applications available, testing or operation was allowed only with a test operator in the vehicle ready to drive, compliance with other laws, and 10 business days' electronic notice to DDOT listing the vehicles, operator training and licenses, locations and dates. As a congressional review emergency act it lasted at most 90 days.

Establishes the New York state autonomous vehicle task force to study autonomous vehicle usage on the roads located within the state of New York.

New York's A 8109 would authorize the Department of Transportation to establish a ten-member New York State autonomous vehicle task force to study current autonomous vehicle usage on New York roads, compare it across regions and with other states, and report findings and recommendations to the Governor and Legislature on or before January 1, 2027. Would take effect immediately. Introduced April 30, 2025 and referred to the Transportation Committee (again January 7, 2026); it has not passed either chamber.

Excludes a production using artificial intelligence or autonomous vehicles in a manner which results in the displacement of employees whose salaries are qualified expenses from the definition of qualified film for the purposes of the empire state film production credit.

New York's A 6180 would amend Tax Law § 24(b)(3) so that a production "which uses artificial intelligence or autonomous vehicles" in a manner that displaces employees whose salaries are qualified expenses is not a "qualified film" for the Empire State film production credit, unless the replacement is permitted by a current collective bargaining agreement covering those employees. Would take effect immediately. Introduced February 26, 2025 and referred to the Ways and Means Committee (again January 7, 2026); it has not passed either chamber.

Provides that no autonomous vehicle may be used for taxi, livery or transportation network company vehicle services in any city with a population of one million or more without first being licensed by the New York City taxi and limousine commission; requires the New York City taxi and limousine…

New York's S 2688 would add Vehicle and Traffic Law § 397-d providing that no autonomous vehicle may be used for taxi, livery or transportation network company services in a city of one million or more unless first licensed by the New York City Taxi and Limousine Commission as a taxicab. The Commission could not license one until it creates and sets rules for an autonomous taxicab license. Referred to Transportation January 22, 2025; it has not passed either chamber.

Operation of certain autonomous vehicles and on-demand autonomous vehicle networks authorization

Not law. Minnesota's SF 4618 (1st engrossment) would have created Minn. Stat. chapter 169B letting autonomous vehicles operate with commissioner of public safety authorization, requiring at least $10,000,000 combined single limit liability coverage and independent safety verification for driverless operation. Commercial and on-demand network operations would stay prohibited until a task force reports and a permit process exists. It was re-referred to Judiciary and Public Safety on April 7, 2026.

Establishes certain requirements relating to the operation of autonomous vehicles

Missouri's HB 2240 (Autonomous Vehicle Public Safety Act) would bar registration of an autonomous vehicle unless it meets all state and federal standards for motor vehicles, and would require a licensed human operator who can monitor and intervene to be physically present in any autonomous vehicle used for interstate commerce or to carry goods or passengers, other than personal, nonrevenue use. It would also require every motor vehicle to have a licensed, endorsed driver able to actively control it. Referred to the House Emerging Issues committee on May 15, 2026; the bill died when the 2026 regular session ended in May 2026 without being truly agreed to and finally passed.

Creates new provisions governing autonomous vehicles

Missouri's HB 3365 would add section 301.4101 to let a political subdivision, municipality or local entity prohibit the operation of fully autonomous vehicles, automated driving systems or on-demand autonomous vehicle networks, or enact or keep rules and ordinances imposing taxes, fees or other requirements, including performance standards, specific to them. Referred to the House Emerging Issues committee on May 15, 2026; the bill died when the 2026 regular session ended in May 2026 without being truly agreed to and finally passed.

Establishing minimum requirements for the testing of autonomous vehicles.

Washington's Chapter 182, Laws of 2020 (ESHB 2676) sets minimum rules for testing autonomous vehicles on public roads under the Department of Licensing self-certification pilot program. Testers must carry at least $5 million in umbrella liability insurance (RCW 46.30.050). From October 1, 2021 (RCW 46.92.010), they must give the department contact details, testing locations and vehicle IDs, report collisions and moving violations annually, and notify local police or the State Patrol 14 to 60 days before testing. The department publishes the information and reports to the Legislature.

Implementing recommendations of the autonomous vehicle work group.

Washington's Chapter 193, Laws of 2021 (SSB 5460) implements recommendations of the state autonomous vehicle work group by amending the self-certification testing pilot program in RCW 46.92.010. It defines "autonomous" as a level four or five driving automation system under SAE J3016, and requires testers to give the Department of Licensing contact details, testing jurisdictions, vehicle identification and proof of insurance, file annual collision and violation reports, and notify law enforcement 14 to 60 days before testing. No autonomous vehicle may be tested on public roads until the information is filed. Section 1 takes effect October 1, 2022.

Regulating personal delivery devices.

Washington's Chapter 214, Laws of 2019 (ESHB 1325) authorizes personal delivery devices: electrically powered devices under 120 pounds that carry property on sidewalks and crosswalks at up to 6 mph and are equipped with automated driving technology, supervised by a remote operator. Chapter 46.75 RCW sets operating requirements (an operator must control or monitor the device), a self-certification form, restrictions on where devices may operate, and traffic infractions for violations. Effective September 1, 2019.

Autonomous Vehicles

Florida's CS/CS/HB 1289 (Chapter 2021-233) defines a low-speed autonomous delivery vehicle (fully autonomous, meeting the federal low-speed vehicle standard, not built to carry people) and lets it run on roads posted at 35 mph or less and, under conditions, up to 45 mph (about one continuous mile unless allowed more, right lane, pulling over for queued traffic). It needs specified lights and identification and autonomous-vehicle insurance, which the owner, teleoperation system owner or remote operator may provide. Equipment rules aimed at human drivers do not apply to fully autonomous vehicles. Effective July 1, 2021.

An Act amending sections 28-101, 28-661, 28-662, 28-663, 28-664, 28-665, 28-666, 28-907, 28-909, 28-941, 28-956, 28-957, 28-957.01, 28-966, 28-2157 and 28-3315, Arizona Revised Statutes; amending title 28, Arizona Revised Statutes, by adding chapter 31; relating to motor vehicles.

Arizona's HB 2813 (Laws 2021, Ch. 117) writes autonomous vehicle rules into Title 28. It defines automated driving system, autonomous and fully autonomous vehicle (SAE level 4 or 5) and related terms. A fully autonomous vehicle may operate without a human driver once the operator gives ADOT a law enforcement interaction plan and a written compliance statement, and the automated driving system is treated as the driver while engaged. It also sets crash-reporting duties for driverless vehicles, allows on-demand autonomous networks and autonomous commercial vehicles, preempts local fees, and provides an ADOT safety enforcement process.

An Act amending section 28-101, Arizona Revised Statutes, as amended by Laws 2019, chapter 89, section 1; repealing section 28-101, Arizona Revised Statutes, as amended by Laws 2019, chapter 89, section 1; amending title 28, chapter 3, Arizona Revised Statutes, by adding article 22; relating to personal delivery devices.

Arizona's SB 1305 (Laws 2020, Ch. 78) adds A.R.S. 28-1221 to 28-1228 on personal delivery devices: devices built to carry cargo in pedestrian areas and equipped with automated driving technology (software and hardware) that operate with remote human support and supervision. Only a business entity may operate one, with an agent able to monitor or control it. Devices may travel up to 12 mph in pedestrian areas and 20 mph on road shoulders, must yield to pedestrians, carry an ID marker, brakes and lights, and be covered by $100,000 of liability insurance. Local rules may not conflict. The article is effective from and after August 31, 2020.

An Act amending section 28-101, Arizona Revised Statutes; relating to autonomous vehicles.

Arizona's SB 1320 (Laws 2025, Ch. 19) amends the Title 28 definition of "implement of husbandry" (A.R.S. 28-101) to include agricultural implements and vehicles that use an automated driving system or are autonomous. Such equipment, used solely for agriculture and only incidentally on highways (for example between farms or to a repair site), is treated like other farm implements under motor vehicle law.

An Act relating to personal delivery devices, providing penalties, and making penalties applicable.

Iowa's 2021 Acts chapter 119 (HF 304) creates Iowa Code chapter 321O for personal delivery devices: cargo-carrying devices for pedestrian areas, equipped with automated driving technology (software and hardware), that operate with remote support and supervision. A business may operate one only if an agent can monitor and remotely control it. Devices may travel at up to 6 mph in pedestrian areas and up to 20 mph on roads with speed limits of 40 mph or less, must yield to others, carry identification, brakes and lights, and be covered by at least $500,000 of liability insurance. Local governments may bar them from unsafe areas but may not otherwise regulate them.

Autonomous vehicles.

California's SB 1246 adds duties for autonomous vehicle manufacturers from July 1, 2028. Remote drivers must be in the U.S. and hold a license valid in California, of the right class. Manufacturers must keep enough communications capacity for remote support, immediately dispatch local incident technicians when a crash or incident immobilizes a vehicle or blocks traffic or when officials ask, alert local jurisdictions in fleetwide failures, acknowledge geofencing messages within two minutes, and report response data to the DMV quarterly. Cities and counties may seek penalties up to $5,000 or $10,000. Signed September 30, 2026 (Chapter 1021); effective January 1, 2027, operative July 1, 2028.

AN ACT concerning motor vehicles; relating to autonomous motor vehicles; providing for the use and regulation thereof; establishing the autonomous vehicle advisory committee; amending K.S.A. 2021 Supp. 8-2106 and 8-2204 and repealing the existing sections.

Kansas SB 313 (L. 2022, ch. 93, K.S.A. 8-2901 et seq.) authorizes driverless-capable vehicles. A vehicle with an automated driving system that can perform the entire driving task and reach a minimal-risk condition may operate without a human driver, subject to conditions such as a human on board during the first year for vehicles with manual controls and a law-enforcement interaction plan filed with the Highway Patrol. Owners must carry insurance and meet crash duties; the Highway Patrol regulates and local rules are preempted. An autonomous vehicle advisory committee reports yearly.

Autonomous Vehicles Testing Program Amendment Act of 2020 (D.C. Law 23-156)

D.C. Law 23-156, the Autonomous Vehicles Testing Program Amendment Act of 2020, amends the Autonomous Vehicle Act of 2012 (D.C. Code 50-2351 et seq.). It defines an autonomous driving system and autonomous vehicle and has the District Department of Transportation run a testing program: no one may test or operate an autonomous vehicle on a District roadway without an AV testing permit. Applicants submit a safety and risk-mitigation assessment, operational design domain and certifications, and must be able to cover a $5 million judgment. Testing entities report crashes and file periodic reports.

Public Life and Activity Zones Amendment ("PLAZA") Act of 2024 (D.C. Law 25-312)

Section 6 of D.C. Law 25-312, the PLAZA Act of 2024, amends the Autonomous Vehicle Act of 2012. No person or entity may test or operate an autonomous vehicle on a District roadway without an AV testing permit. Until DDOT makes the permit application available, testing is allowed only with a test operator ready to take over and with electronic notice to DDOT at least 10 business days ahead. DDOT may restrict testing for non-compliance, emergencies, special events or safety, reporting becomes quarterly, and the grandfather clause for earlier operators is repealed. The rest of the act is about public space, not AI.

AN ACT to amend the Code of West Virginia, 1931, as amended, by adding thereto a new article, designated §17C-24-1 and §17C-24-2, all relating to autonomous delivery vehicles; authorizing operation of low-speed autonomous delivery vehicle on certain streets and roads; authorizing operation of low-speed autonomous delivery vehicle on streets or roads with posted speed limit of up to a specified number of miles per hour under specified conditions.

HB 4675 lets autonomous or remotely monitored delivery robots operate in West Virginia. Personal delivery devices may use sidewalks, crosswalks and roadways with pedestrian-like rights, must yield to pedestrians, obey signals, carry an identifying plate with operator contact information, be monitored or controlled by an operator, and stay under 12 mph on sidewalks and 20 mph on roads. Small mobile carriers that follow their owner are also regulated. Owners must carry at least $100,000 of liability insurance, and localities cannot restrict the devices inconsistently with the article.

AN ACT to amend the Code of West Virginia Code, 1931, as amended, by adding thereto a new chapter, designated §17H-1-1, §17H-1-2, §17H-1-3, §17H-1-4, §17H-1-5, §17H-1-6, §17H-1-7, §17H-1-8, §17H-1-9, §17H-1-10, §17H-1-11, §17H-1-12, §17H-1-13, §17H-1-14, and §17H-1-15, all relating to establishing the Fully Autonomous Vehicle Act; defining terms; providing for construction of the act; providing requirements for the operation of fully autonomous vehicles without a human driver and with a human driver; providing for the operation of on-demand autonomous vehicle networks; providing for the operation of fully autonomous commercial and motor vehicle carriers; providing for the platooning of fully autonomous vehicles; providing for licensing, titling, registration, and insurance requirements of fully autonomous vehicles; providing for control and regulation of fully autonomous vehicles; providing for equipment standards for fully autonomous vehicles; and providing duties following a crash involving fully autonomous vehicles.

West Virginia's Fully Autonomous Vehicle Act (new Chapter 17H) authorizes self-driving vehicles on public roads. A fully autonomous vehicle may run without a human driver if its automated driving system can reach a minimal risk condition on failure, and the operator first files a law enforcement interaction plan with the Division of Highways/DOT and proves insurance or self-insurance to the DMV. The act also covers on-demand autonomous vehicle networks, autonomous commercial vehicles, three-vehicle platooning, crash duties and equipment standards, and bars local governments from banning or separately taxing autonomous vehicles.

An Act relating to motor vehicles operated by an automated driving system, and making penalties applicable.

Iowa's 2019 Acts chapter 75 (SF 302), codified at Iowa Code 321.514 to 321.519, sets rules for vehicles driven by an automated driving system, defined as the hardware and software collectively capable of performing the entire dynamic driving task on a sustained basis. A driverless-capable vehicle may operate on public highways with no human driver if it can reach a minimal risk condition after a system failure, can follow state traffic and safety laws, and is certified as meeting federal motor vehicle safety standards. Owners must carry liability coverage, and crashes must be reported. Driverless on-demand networks are allowed, and local governments may not add their own rules or taxes.

Relating to motor vehicles; to authorize autonomous commercial vehicles operated by an automated driving system and commercial motor vehicles with teleoperation systems.

Alabama's SB 47 (Act 2019-496) lets automated commercial motor vehicles run on Alabama roads without a conventional driver on board if they meet the act's criteria, and lets commercial vehicles with teleoperation systems run with a remote driver who holds the proper license class. The act makes the Department of Transportation the sole state agency with jurisdiction over automated commercial vehicles and teleoperation systems, bars local governments and other agencies from adding their own requirements or taxes, sets accident and reporting duties, and keeps existing liability law. It took effect when approved on June 10, 2019.

Motor vehicles, use of motor vehicles equipped with an automated driving system.

Alabama's SB 226 (Act 2024-453) allows vehicles equipped with an automated driving system (ADS) to run on public roads without a conventional human driver on board if the vehicle can reach a minimal risk condition. A fully autonomous vehicle (SAE Level 4 or 5) may operate only with proof of at least $100,000 single-limit liability coverage. The act sets duties after a crash involving a driverless ADS vehicle (staying at the scene and giving registration and insurance details) and covers on-demand autonomous vehicle networks. Approved May 17, 2024; effective October 1, 2024.

Relating To Autonomous Vehicles.

Hawaii's HB 2590 (Act 21 of 2020) established an autonomous vehicles testing pilot program within the Department of Transportation. Autonomous vehicles, meaning vehicles with an automated driving system that can perform the whole driving task and reach a minimal risk condition without human supervision, may be tested on any public road, but a conventional human driver must stay physically present in the vehicle to intervene. The department may adopt rules, decides which entities may test, and had to report findings and recommendations to the Legislature before the 2023 session. The act took effect on approval, September 15, 2020.

An act relating to miscellaneous changes to laws related to vehicles and the Department of Motor Vehicles

Vermont's S.149 (Act 60 of 2019) is a motor vehicle omnibus whose Sec. 16 adds the Automated Vehicle Testing Act, 23 V.S.A. chapter 41. An automated vehicle (one equipped with an automated driving system) may not be tested on public highways until the Traffic Committee approves a tester's permit application after a public hearing, defining the test's scope and operational design domain. Testing on class 2 to 4 town highways needs the town's preapproval, which it can revoke. Testers must use trained operators aged 21 or older who can take immediate manual or remote control. The Governor signed the act June 14, 2019; these sections took effect July 1, 2019.

Provides relative to autonomous commercial motor vehicles

Louisiana's HB 455 (Act 232 of 2019) adds R.S. 32:400.1 to 400.5 on autonomous commercial motor vehicles, meaning vehicles of 26,001 pounds or more used in commerce and equipped with an automated driving system. Such vehicles may operate without a conventional human driver on board if they comply with federal law and state traffic laws (including railroad crossings), are registered and titled, are certified to federal motor vehicle safety standards and can reach a minimal risk condition if the system fails. The Department of Transportation and Development is the sole agency with jurisdiction. Signed June 11, 2019; effective August 1, 2019.

Provides relative to low speed autonomous motor vehicles.

Louisiana's SB 453 (Act 268 of 2022) adds R.S. 32:378.4. Autonomous vehicles are not required to have equipment related to supporting a human driver, and equipment is not required if it is not necessary for automated driving. This lets driverless vehicle designs without steering wheels, pedals or similar human controls operate under Louisiana's vehicle equipment rules. Signed June 3, 2022; effective August 1, 2022.

Enacts into law major components of legislation necessary to implement the state transportation, economic development and environmental conservation budget for the 2024-2025 state fiscal year

Chapter 58 of 2024 (FY2025 budget). Part MM, the artificial intelligence deceptive practices act, covers commercial use of a person's likeness or voice under Civil Rights Law 50-51 and extends the intimate-image actions in 52-b and 52-c to images created or altered by digitization (AI, machine learning or other computer-generated means). It also adds Election Law 14-106(5): political communications with materially deceptive media must disclose that the content has been manipulated, and depicted candidates may seek an injunction. Part TT establishes Empire AI at the University at Buffalo. Part J extends autonomous vehicle testing. Part MM took effect immediately.

Autonomous vehicles: zero emissions.

SB 500 amended Vehicle Code Section 38750 on autonomous vehicles. Commencing January 1, 2030, and to the extent authorized by federal law, it prohibits the operation of certain new autonomous vehicles that are not zero-emission vehicles. It also bars the Department of Motor Vehicles from starting rulemaking to implement this requirement until January 1, 2027.

Autonomous vehicles.

AB 1777 amended Vehicle Code Section 38750 and added Sections 38751 to 38753. Commencing July 1, 2026, manufacturers of autonomous vehicles that operate without a human operator in the vehicle must maintain a dedicated emergency response telephone line and equip each vehicle with two-way voice communication so emergency officials near the vehicle can reach a remote human operator. Emergency officials may issue emergency geofencing messages, and manufacturers must direct fleets to leave or avoid the area within 2 minutes. Peace officers may issue notices of autonomous vehicle noncompliance for observed Vehicle Code violations, which manufacturers must report to the DMV.

Relating to the operation of personal delivery and mobile carrying devices.

Texas SB 969 (2019) authorizes personal delivery devices: robots made mainly to carry cargo on sidewalks, crosswalks and road shoulders and equipped with automated driving technology that lets them operate with remote human support and supervision. State law governs their operation exclusively, along with consistent local rules, and a compliant device is not a vehicle. Only a business entity may operate one, a human agent must be able to monitor or control it, and the business entity is treated as the operator for traffic-law purposes. Effective immediately (June 10, 2019).

Relating to a study on the impacts of using certain motor vehicle technologies.

Texas SB 1308 (2021) became law without the Governor's signature. It required the Department of Transportation and the Department of Public Safety, consulting the Texas A&M Transportation Institute, to study the use of automated driving systems, connected driving systems and other emerging vehicle technologies to reduce congestion at Texas-Mexico ports of entry, and their effects on the transportation workforce, the economy and safety, with a report due January 1, 2023. The act expired September 1, 2023.

Vehicle Laws - Autonomous Vehicle Converters - Sale of Autonomous Vehicles

Maryland's 2023 autonomous vehicle converter law creates Transportation Article Subtitle 9. An autonomous vehicle converter alters a new or used vehicle in compliance with federal safety requirements and installs an automated driving system, the hardware and software capable of performing part or all of the dynamic driving task, producing a converted autonomous vehicle. For vehicles intended for commercial or industrial use, a converter may sell, lease or resell converted vehicles notwithstanding dealer and manufacturer licensing laws, and may not be licensed as a manufacturer or dealer. Effective July 1, 2023.

Autonomous Vehicle Regulations

Utah HB 101 (2019) is the state's core autonomous vehicle law. It enacts Utah Code Title 41, Chapter 26, defining automated driving systems and related terms and allowing a vehicle to operate in Utah using an automated driving system. A vehicle with an engaged automated driving system is exempt from driver licensing requirements, must be titled, registered and insured, and is subject to a crash protocol. Political subdivisions may not regulate autonomous vehicles beyond state law.

Enacts into law major components of legislation necessary to implement the state transportation, economic development and environmental conservation budget for the 2026-2027 state fiscal year

Part Y of Chapter 58 of 2026 (FY2027 budget) enacts the Safe by Design Act (General Business Law Article 45-B). Operators of covered platforms may not offer an integrated AI companion without age assurance, must disable integrated AI companions by default for users under 18, and must let parents keep or override that setting. AI characters confined to a game's fictional context are excluded. The Attorney General may set age assurance rules and enforce, and design features that subvert these choices are banned. Part Y takes effect January 1, 2027. Part E extends the autonomous vehicle testing program to April 1, 2028.

Relating to the operation and regulation of certain automated motor vehicles.

Texas HB 3026 (2021) updates the state's automated motor vehicle framework. Operation of automated motor vehicles, including commercial use, and of automated driving systems is governed exclusively by Transportation Code Subchapter J and new section 547.618, which preempts other regulation. A vehicle designed to be driven only by its automated driving system for all trips is exempt from equipment requirements that relate to a human driver and are irrelevant to an automated driving system, and it passes the required safety inspection for those items. Effective September 1, 2021.

Motor vehicles; use of personal delivery devices to transport cargo; authorize

Georgia's HB 1009 (Act 814 of 2022) authorizes delivery robots. A personal delivery device is a powered vehicle that uses an automated driving system to transport cargo, carries no passengers and weighs at most 500 pounds empty or 600 pounds loaded. Devices may operate on sidewalks and on highways with lower speed limits, must yield to pedestrians, meet equipment rules and may not carry hazardous materials. An individual able to control navigation and operation must monitor each device while it operates, and operators need at least $250,000 of liability insurance. Local governments may limit operations, and violations carry civil penalties.

Establishes "New Jersey Advanced Autonomous Vehicle Task Force."

New Jersey's AJR 164, enacted as P.L. 2019, Joint Resolution No. 2, created the New Jersey Advanced Autonomous Vehicle Task Force to study vehicles with SAE driving automation level 3, 4 or 5 and recommend laws to integrate them safely on state roads. Its 11 members include the Transportation Commissioner, the Motor Vehicle Commission chief administrator and public members with autonomous vehicle expertise. Within 180 days of its first meeting it had to report on state laws that may impede testing, on licensing, insurance, liability and infrastructure, and recommend pilot programs. It took effect immediately on approval (March 18, 2019) and expires when the report is issued.

Relating To Autonomous Vehicles.

Hawaii's HB 1797 HD 1 (2026) would have required any automated vehicle that a motor carrier uses to transport passengers to have a supervisor on board at all times, with the carrier ensuring each supervisor is licensed and running a training program. It would also have created an income tax credit of 35% of qualified training expenses. It passed second reading in the House February 10, 2026 and was referred to CPC, but was not enacted.

Prohibits any motor vehicle with a manufacturers' gross vehicle weight rating of ten thousand one pounds or more which utilizes autonomous vehicle technology from being operated on public highways unless a natural person holding a valid license for the operation of the motor vehicle's class is…

New York's S 7956 would add Vehicle and Traffic Law section 393-b. A motor vehicle with a manufacturer's gross vehicle weight rating of 10,001 pounds or more that uses autonomous vehicle technology could not be operated on public highways unless a natural person holding a valid license for that vehicle class is inside the vehicle. The bill would take effect only once New York enacts a law allowing such vehicles to operate on public highways without a licensed person present. Referred to Transportation January 7, 2026; it has not passed either chamber.

Automated vehicle network companies and autonomous vehicle operations

North Dakota's HB 1418 (2019) authorizes driverless operation. An autonomous vehicle with its automated driving system engaged needs no human driver on public highways if it can reach a minimal risk condition, such as a safe stop, when the system fails. Such vehicles must comply with traffic, registration, title and insurance laws, and a person riding in one while the system performs the whole driving task is not driving it and needs no license. On-demand autonomous vehicle networks may carry people or goods, including for hire and shared rides. State agencies and local governments may not impose autonomous-vehicle-specific performance standards, taxes or fees.

Personal delivery devices; authorizing certain use; limiting certain jurisdictional powers. Effective date.

Oklahoma's SB 706 (2021) authorizes delivery robots. Personal delivery devices are electrically powered cargo devices of up to 550 pounds equipped with automated driving technology for operation with remote support and supervision. Devices may use sidewalks, crosswalks and local roads if they carry an identifying number and operator contact information, obey traffic signals, do not exceed 10 mph on sidewalks, have a controlled-stop system and lights, and do not carry placarded hazardous materials. Operators need $100,000 of liability insurance. Local governments may ban them but not regulate their design. Effective November 1, 2021.

Excludes a production using artificial intelligence or autonomous vehicles in a manner which results in the displacement of employees whose salaries are qualified expenses from the definition of qualified film for the purposes of the empire state film production credit.

New York's S 6751 would amend Tax Law § 24 so that a production using artificial intelligence or autonomous vehicles in a manner that results in the displacement of employees whose salaries are qualified expenses is not a "qualified film" for the Empire State film production credit, unless a current collective bargaining agreement covering those employees permits the replacement. It creates no direct duty or penalty; the consequence is ineligibility for the credit. Referred to committee January 7, 2026.

SELF DRIVE Act of 2026 Safely Ensuring Lives Future Deployment and Research In Vehicle Evolution Act of 2026

The SELF DRIVE Act of 2026 (H.R. 7390) would add federal safety rules for vehicles with automated driving systems to Title 49: manufacturers would need a safety case for each system, report certain crashes to a national repository, and states could not ban those with a safety case or add their own crash reporting. Referred to House Energy and Commerce and Foreign Affairs on February 5, 2026; a subcommittee forwarded it to the full committee 12-11 on February 10, 2026. It has not passed either house.

Transportation; authorize the use of autonomous motor vehicles.

Mississippi's SB 2676 (2015) would have authorized autonomous motor vehicles on the state's highways, requiring a human operator seated to take immediate manual control, and would have required the Department of Public Safety to create a driver's license endorsement for operating them. It was recommitted to committee and died in committee on February 10, 2015.

To authorize the operation of autonomous vehicles or fully autonomous vehicles on the streets and highways of this state under an autonomous vehicle pilot program

Arkansas's HB 1561 (Act 468 of 2019) authorizes autonomous vehicles under a pilot program approved by the State Highway Commission. A program is approved automatically 60 days after submission and must state its commercial purpose, any insurance requirements, and that the vehicles can obey traffic laws, that a fully autonomous vehicle can reach a reasonably safe state if its automated driving system fails, and that it can meet crash-reporting duties. Fully autonomous vehicles, meaning SAE level 4 or 5, may run without seat belts, a steering wheel or a rearview mirror, and up to three vehicles may operate at once. It took effect on approval under an emergency clause.

Concerning the operation of autonomous vehicles at railroad crossings

Arkansas's HB 1822 (Act 1052 of 2019) amends the autonomous vehicle pilot program law. A pilot program's statement that its autonomous or fully autonomous vehicles can follow traffic and motor vehicle safety laws must include the ability to safely negotiate railroad crossings, unless the Arkansas Department of Transportation grants an exemption for operation at railroad crossings. The department must consult railroad companies operating in the state before granting any such exemption. The act took effect on the Governor's approval under an emergency clause, because autonomous vehicles could begin operating as soon as March 14, 2019.

To amend the law concerning autonomous vehicles

Arkansas's HB 1562 (Act 619 of 2021) updates the state's autonomous vehicle law. Autonomous and fully autonomous vehicles operate under State Highway Commission pilot programs, which must show the vehicles obey traffic laws, including at railroad crossings unless exempted, reach a minimal risk condition if the automated driving system fails, meet federal safety standards, and that a remote operator can meet crash duties. On-demand driverless capable vehicle networks may carry passengers or goods. Human and remote operators need valid driver's licenses, local governments may not add AV requirements or taxes, and the original maker of a vehicle a third party converts into an AV is not liable.

To allow the operation of a personal delivery device in pedestrian areas and certain streets and roads

Arkansas's Act 926 of 2021 (HB 1767), the Personal Delivery Device Act, authorizes delivery robots: electrically powered cargo devices of up to 500 pounds equipped with automated driving technology that lets them operate with or without a person's active control or monitoring. Devices may travel at up to 10 mph in pedestrian areas and 20 mph on county or city streets, but not on interstates, state highways or roads posted above 45 mph. They must yield to pedestrians, show lights at night and carry the operator's contact and a unique number. Operators need $100,000 of liability insurance per device. Localities may ban devices where unsafe but not regulate their design.

An Act Concerning Motor Vehicle Registration Notice, the International Registration Plan, Carriers, School Buses, the Medical Advisory Board, Reserved Parking Spaces, Autonomous Vehicles and Other Motor Vehicle Statutes

Sections 17 and 18 of Connecticut's Public Act 19-119 revise the state's fully autonomous vehicle testing pilot program. The Office of Policy and Management runs the program in up to four municipalities, each of which signs an agreement with testers setting routes, vehicles and hours. Testing is allowed only if a trained, licensed operator is physically inside the vehicle (no longer necessarily in the driver's seat), monitoring it and able to take immediate manual control, and each vehicle is registered with the DMV. Testing on limited-access highways is barred, OPM may halt unsafe testing, and testers must share performance information. Both sections were effective on passage.

Establishes provisions relating to autonomous vehicles

Autonomous Vehicles

Florida's HB 311 lets fully autonomous vehicles operate in Florida whether or not a human operator is in the vehicle, needing no licensed human operator, and deems the automated driving system the operator when engaged. Fully autonomous vehicles must be able to reach a minimal risk condition if the system fails. On-demand autonomous vehicle networks follow transportation network company law, with $1 million primary liability, PIP and uninsured motorist coverage while logged on. Local governments may not impose taxes, fees or other requirements on autonomous vehicles. Approved June 13, 2019 (Chapter 2019-101); effective July 1, 2019.

Permits testing and use of autonomous vehicles on State roadways under certain circumstances.

New Jersey's A768 would allow autonomous vehicles to be tested on New Jersey public roads if a designated operator sits in the driver's seat and the manufacturer has $5,000,000 in insurance, a surety bond or self-insurance and the Motor Vehicle Commission has approved its application. Manufacturers would also have to give buyers a written disclosure of the data the technology collects.

Clarifies that owners of self-driving motor vehicles must comply with existing insurance requirements.

New Jersey's A1639 would extend the State's compulsory automobile liability insurance requirement and the no-fault Automobile Reparation Reform Act to self-driving motor vehicles of any SAE automation level, so their owners would have to carry the same insurance as other vehicle owners.

Autonomous Vehicles Amendment Act of 2025

The District of Columbia's B26-0323, the Autonomous Vehicles Amendment Act of 2025, would amend the Autonomous Vehicle Act of 2012 to establish a framework for autonomous vehicle operations, including commercial operations. The captured introduced text would let a fully autonomous vehicle operate without a human driver on public roads if it meets stated conditions. Introduced July 11, 2025 and referred to committee, it is pending in Council Period 26.

AUTONOMOUS VEHICLE PILOT PROJ

Illinois's SB 3392 would create the Autonomous Vehicle Pilot Project Act, letting level 4 or 5 autonomous vehicles operate on public roads under authorization from the Department of Transportation, with pilot projects confined to counties of 1,000,000 or more, Sangamon County and the Metro East counties. The Act would be repealed January 1, 2029. Filed February 4, 2026; re-referred to Assignments May 15, 2026; it has not passed either house.

Creates new provisions governing autonomous vehicles

Missouri's SB 1050 would let a person operate a fully autonomous vehicle on public roads without a human driver while the automated driving system is engaged, if the vehicle can reach a minimal risk condition after a system failure, can comply with state traffic laws, and carries any federally required certification label. Operators would have to show proof of insurance or self-insurance, and local governments could not ban or specially tax these vehicles. A Senate committee hearing was held January 27, 2026; the bill died when the 2026 regular session ended in May 2026 without being truly agreed to and finally passed.

An Act To Amend Title 21 Of The Delaware Code Relating To Autonomous Vehicles.

Delaware's SB 46 would bar an autonomous vehicle that requires a Class A commercial driver license without an O restriction from operating on a Delaware highway for testing, transporting goods or transporting passengers unless a human safety operator is physically present in it. Violations would carry a fine of $1,000 to $3,000, and $3,000 to $7,500 for repeat offenses within 3 years. Passed the Senate March 20, 2025 (18-0, 3 absent); reported out of the House Transportation Committee May 14, 2025; not yet passed by the House.

House Study Committee on Code Revisions for Autonomous Vehicles; create

Provides that a person may operate a fully autonomous vehicle on the public roads of this state without a human driver provided that the automated driving system is engaged and the vehicle meets certain conditions; defines terms; requires insurance and that such vehicle is registered as a fully…

New York's A 4901-B (same as S 344-B) would add Article 34-E to the Vehicle and Traffic Law, letting a person operate a fully autonomous vehicle (gross vehicle weight rating of 10,000 pounds or less) on public roads without a human driver if the automated driving system is engaged and the vehicle can reach a minimal risk condition after a system failure. Operators would need to file insurance proof and a law enforcement interaction plan, and registration and title would be marked as fully autonomous. Referred to the Transportation Committee; amended and recommitted April 24, 2026. It has not passed either chamber.

Certain autonomous vehicles regulations provision

SF4010 is a Minnesota bill proposing regulations for autonomous vehicles. Specific provisions cannot be confirmed without the full bill text.

Fully autonomous vehicles; commercial use, civil penalty.

Virginia's SB 670 (2026 Regular Session) would regulate commercial use of fully autonomous vehicles that carry property or passengers for a commercial enterprise. Operators would need an autonomous operation license first. It passed the Senate 35-4 on February 12, 2026, then was continued to 2027 in House Transportation on March 5, 2026.

Autonomous Vehicle Testing

Illinois's HB 2974 (104th General Assembly) would create the Illinois Autonomous Vehicle Testing Program Act. The Department of Transportation would lead a program for testing connected and automated vehicles (CAVs), with a State registration system for entities that want to run pilots or tests, and could suspend an entity's participation if there is clear evidence its technology is unsafe for public-road testing or violates program requirements. Referred to the House Rules Committee on February 6, 2025; it has not advanced since.

AUTONOMOUS VEHICLE PILOT PROJ

Illinois' HB4663 would create the Autonomous Vehicle Pilot Project Act, letting authorized persons operate level 4 or 5 autonomous vehicles on public roads in pilot areas (counties of 1,000,000 or more, Sangamon County, and Madison, St. Clair and Monroe counties), with the Act repealed January 1, 2029. Filed January 28, 2026; assigned to the House Transportation: Vehicles & Safety Committee March 24, 2026 and re-referred to the Rules Committee March 27, 2026 under Rule 19(a). It has not passed either house.

BIPA-IDOT TESTING VEHICLES

Illinois's HB 2593 (104th General Assembly) would amend Section 25 of the Biometric Information Privacy Act to add that nothing in the Act applies to companies registered with the Department of Transportation to conduct testing of autonomous vehicles. Re-referred to the House Rules Committee on March 21, 2025; the 104th General Assembly remains in session.

Artificial intelligence, Ala. Comm. on, estab. to study and advise Governor and Legislature on state policy issues

Alabama's SJR 71, a joint resolution approved by the Governor as Act 2019-269, establishes the Alabama Commission on Artificial Intelligence and Associated Technologies to review and advise the Governor and Legislature on the growth of AI and associated technology in the state and on AI use in governance, health care, education, environment, transportation and industries such as autonomous cars, industrial robots and disease-diagnosis algorithms. The commission was to consider whether the Legislature should create a permanent AI commission and report its findings and recommendations by May 1, 2020. Approved May 28, 2019 (Act 2019-269).

AN ACT to amend Tennessee Code Annotated, Title 55, Chapter 30 and Title 55, Chapter 8, relative to autonomous vehicles.

Tennessee's HB 2302 was enacted as its Senate companion, SB 2253 (Public Chapter 726), which the House substituted for it on March 23, 2026. The law amends Tenn. Code § 55-8-202 so a state or local law enforcement agency may adopt a policy for enforcing traffic offenses committed by an automated driving system (ADS). Under such a policy, when a POST-certified or state-commissioned officer finds an ADS committed an offense, the notice or citation goes by first-class mail to the vehicle's registered owner within 20 business days, allows 30 days to pay, and no added costs may be charged without a second notice. Signed April 13, 2026 (Public Chapter 726); effective on signing.

Revises provisions relating to transportation network companies. (BDR 58-935)

Nevada's SB 288 lets a transportation network company (TNC) contract with monitored autonomous vehicle providers, who own and operate autonomous vehicles with an employed monitor physically present at all times, to give rides through the TNC's app largely on the same terms as drivers. Providers are liable in tort like drivers and must carry at least $1,500,000 of TNC insurance while operating; the TNC must hold a Transportation Authority permit and inspect the vehicles. Local governments generally may not tax or charge fees on these providers or rides. Approved June 10, 2021 (Chapter 550); effective on approval.

Provides that a person may operate a fully autonomous vehicle on the public roads of this state without a human driver provided that the automated driving system is engaged and the vehicle meets certain conditions; defines terms; requires insurance and that such vehicle is registered as a fully…

New York's A 539-B (2023-2024) would have added Vehicle and Traffic Law Article 34-E allowing a person to operate a fully autonomous vehicle (SAE Level 4 or 5) on public roads without a human driver if the automated driving system is engaged, the vehicle can reach a minimal risk condition after a failure, a law enforcement interaction plan is filed and proof of insurance under VTL Article 6 is submitted. A city of five million or more could set local rules for for-hire services. The enacting clause was stricken July 22, 2024; the bill died with the 2023-2024 session.

Excludes a production using artificial intelligence or autonomous vehicles in a manner which results in the displacement of employees whose salaries are qualified expenses from the definition of qualified film for the purposes of the empire state film production credit.

New York's S 7422-B (2023-2024) would have amended Tax Law § 24 so a production is not a "qualified film" for the film production credit if it uses artificial intelligence or autonomous vehicles in a way that displaces employees whose salaries are qualified expenses. The exclusion would not apply where the replacement is permitted by a current collective bargaining agreement covering those employees. Amended March 27, 2024 and recommitted to committee; it died when the 2023-2024 session ended.

AN ACT relating to autonomous vehicles.

Kentucky's HB 223 (2026 session) would have amended KRS 186.763 to bar school districts from operating a fully autonomous vehicle as a school bus or using one to transport students, and to bar operating a fully autonomous vehicle on state highways if it requires an operator with a commercial driver's license. It would also have amended the truck platooning statute (KRS 281.764) to require an endorsed commercial driver behind the wheel of each vehicle in a platoon, not only the lead vehicle. Referred to House Transportation January 14, 2026; died when the session ended.

Operation of autonomous vehicles on highways and providing a penalty.

Wisconsin's SB 831 (2025-26) would have created an Autonomous Driving Safety Board in the Department of Transportation to permit operation of Level 4 and 5 autonomous vehicles on approved highways other than interstates, with permit conditions, permit suspension and (per the LRB analysis) annual reports. The Senate transportation committee recommended passage 3-2 on March 2, 2026; it failed to pass pursuant to Senate Joint Resolution 1 on March 23, 2026.

Establishes autonomous vehicle pilot program.

New Jersey's A3968 would have the Department of Transportation, with the Motor Vehicle Commission, establish a three-year pilot program allowing authorized testers to operate fully autonomous vehicles, overseen by a nine-member task force, with crash reporting and safety requirements. Introduced January 13, 2026; the Assembly Science, Innovation and Technology Committee reported it as a committee substitute on June 1, 2026 and it was referred to Assembly Appropriations. Identical to Senate bill S1677. It has not passed either house.

Establishes autonomous vehicle pilot program.

New Jersey's S1677 would have the Department of Transportation, with the Motor Vehicle Commission, establish a three-year pilot program allowing authorized testers to operate fully autonomous vehicles, overseen by a nine-member task force, with crash reporting and safety requirements. Introduced January 13, 2026 and referred to the Senate Transportation Committee, which reported it as a committee substitute on May 11, 2026; then referred to Senate Budget and Appropriations. Identical to Assembly bill A3968. It has not passed either house.

Concerning vehicle and operator requirements for autonomous vehicles.

Washington's HB 1984 (2025-26 biennium) would have required registered autonomous vehicles to meet federal motor vehicle standards and barred operating one on a highway to carry passengers or goods unless a human safety operator is physically present to monitor and intervene. It also amended the self-certification testing pilot (RCW 46.92.010) so testing entities must give proof of insurance and report collisions and moving-violation citations, and could not test on public roads unless the new requirements are met. It had a House Transportation hearing on February 24, 2025, was reintroduced January 12, 2026 and died at adjournment.

Autonomous Vehicles

Florida's CS/SB 712 (2018, committee substitute) would have let a fully autonomous vehicle operate in Florida whether or not a licensed human operator is physically present, with the automated driving system deemed the operator. It would have required fully autonomous vehicles to carry at least $500,000 in combined liability coverage (plus PIP and uninsured motorist coverage), allowed the Florida Turnpike Enterprise to build test facilities, and exempted autonomous vehicles from the in-vehicle video display ban. Scheduled to take effect July 1, 2018, it died in Banking and Insurance on March 10, 2018.

SAFE AUTONOMOUS VEHICLE ACT

Illinois's HB 2747 (100th General Assembly, 2017-2018) would have created the Safe Autonomous Vehicle (SAVE) Act. A motor vehicle manufacturer could start a SAVE project after notifying the Department of Motor Vehicles and self-certifying that its automated driving system (ADS) fleet meets listed conditions. The manufacturer would insure the fleet and assume liability where the ADS is at fault. Operating an ADS vehicle without meeting the requirements would draw a $10,000 fine, and a second violation would be a Class A misdemeanor. The bill did not pass before the 100th General Assembly ended in January 2019.

Relative to providing multimodal transportation technologies

Massachusetts' H 3634 would add a framework in General Laws chapter 90 to let fully autonomous vehicles run on public roads without a human driver. Each vehicle would need an autonomous operation license from MassDOT and, before driverless operation, proof of $1 million in liability coverage and a law-enforcement interaction plan. On-demand autonomous vehicle networks would be allowed and local rules on them preempted. Referred to Transportation February 27, 2025; on April 6, 2026 it accompanied a study order (H 5326) and did not advance as its own bill.

AUTONOMOUS VEHICLE ACT

Illinois's SB 1432 (100th General Assembly), as introduced, would have created the Safe Autonomous Vehicle (SAVE) Act, letting a motor vehicle manufacturer start a safe autonomous vehicle project with automated driving system vehicles after notifying the Department of Motor Vehicles and self-certifying. Senate Committee Amendment No. 1, adopted in committee, replaced it with an Autonomous Vehicle Act. The bill was not passed before the 100th General Assembly ended (Session Sine Die, January 9, 2019).

AN ACT to amend Tennessee Code Annotated, Title 55 and Title 65, relative to autonomous vehicles.

Tennessee's HB1168 (114th General Assembly), as introduced, would have amended Code § 55-30-103 so that an automated-driving-system (ADS) vehicle used to transport property for hire or compensation in interstate commerce, or passengers for hire or compensation, could not operate on Tennessee roads with the ADS engaged unless a licensed human driver sits in the driver's seat, monitors the vehicle at all times and can take control. Companion: SB 0310. Not passed before the session ended in April 2026; last action: Assigned to s/c Finance, Ways, and Means Subcommittee (March 17, 2026).

Clarifies that owners of self-driving motor vehicles must comply with existing insurance requirements.

New Jersey's S2324 would extend the State's no-fault Automobile Reparation Reform Act and compulsory liability insurance requirement to self-driving vehicles capable of operating without active control or monitoring by a human operator, so their owners would have to carry the same coverage as other owners, including personal injury protection (per the Statement).

Establishes certain requirements relating to the operation of autonomous vehicles

Missouri's HB 3034 would amend section 304.012, RSMo, to require that every motor vehicle operated on the state's roads and highways have present an appropriately endorsed driver who holds a valid driver's license and keeps the ability to actively control the vehicle at all times. The House bill summary describes it as addressing autonomous vehicles. Referred to the House Emerging Issues committee on May 15, 2026; the bill died when the 2026 regular session ended in May 2026 without being truly agreed to and finally passed.

Safe Autonomous Vehicle Act

Illinois's HB 1839 (104th General Assembly) would create the Safe Autonomous Vehicle Act. A motor vehicle manufacturer could start a safe autonomous vehicle project with an Automated Driving System after notifying the Secretary of State and self-certifying under certain conditions. The manufacturer would insure the fleet and assume liability when the system is at fault. Re-referred to the House Rules Committee on March 27, 2026.

Provides that a person may operate a fully autonomous vehicle on the public roads of this state without a human driver provided that the automated driving system is engaged and the vehicle meets certain conditions; defines terms; requires insurance and that such vehicle is registered as a fully…

New York's A 3650 would have added Vehicle and Traffic Law Article 34-E allowing a fully autonomous vehicle (SAE level 4 or 5) to operate on public roads without a human driver when its automated driving system is engaged, if it can reach a minimal risk condition, is registered and titled as fully autonomous, and the operator files a law enforcement interaction plan and proof of insurance. The Department of Motor Vehicles would be the exclusive state regulator. Introduced January 29, 2025; enacting clause stricken February 5, 2025.

AN ACT relating to autonomous vehicles.

Kentucky's HB 7 (2024 Ky. Acts Ch. 176), enacted over the Governor's veto, sets rules for fully autonomous vehicles in KRS Chapter 186. Vehicles with automated driving systems may operate on public highways if they meet the act's requirements, including a law enforcement interaction plan filed with the Transportation Cabinet and State Police, single-limit liability coverage or self-insurance of at least $1,000,000, and titling and registration. Until July 31, 2026, fully autonomous vehicles over 62,000 pounds must carry a credentialed human driver to monitor and intervene. The Transportation Cabinet is the sole regulator and local governments may not add rules.

Excludes a production using artificial intelligence or autonomous vehicles in a manner which results in the displacement of employees whose salaries are qualified expenses from the definition of qualified film for the purposes of the empire state film production credit.

New York's A 7634-B would have amended Tax Law § 24(b)(3) to exclude from the "qualified film" definition for the Empire State film production credit a production using artificial intelligence or autonomous vehicles in a manner that displaces employees whose salaries are qualified expenses, unless permitted by a current collective bargaining agreement. Introduced May 25, 2023 and last amended and recommitted to the Ways and Means Committee May 2, 2024; it never passed either chamber and died at the end of the 2023-2024 session.

AN ACT relating to autonomous vehicles.

Vetoed. Kentucky's HB 135 (2023) would have let fully autonomous vehicles (SAE level 4 or 5) run on Kentucky highways without a human driver if the system could reach a minimal risk condition after a failure and follow traffic laws. Operators would have filed a law enforcement interaction plan with the Transportation Cabinet and State Police and shown $5 million in liability coverage; the owner would have been the operator under traffic laws, public agencies could not ban the vehicles, and only the lead truck in a platoon would have needed a driver. The Governor vetoed it April 10, 2023.

Vehicle Laws - Autonomous Vehicle Converters - Sale of Autonomous Vehicles

Maryland's 2023 autonomous vehicle converter law creates Transportation Article Subtitle 9. An autonomous vehicle converter alters a new or used vehicle in compliance with federal safety requirements and installs an automated driving system, the hardware and software capable of performing part or all of the dynamic driving task, producing a converted autonomous vehicle. For vehicles intended for commercial or industrial use, a converter may sell, lease or resell converted vehicles notwithstanding dealer and manufacturer licensing laws, and may not be licensed as a manufacturer or dealer. Effective July 1, 2023.

Transportation: other; definition of automated driving systems and automated vehicle roadway; modify and expand.

Michigan's Public Act 179 of 2022 amends the Vehicle Code (MCL 257.2b, 257.642, 257.665 and new 257.665c-665e and 257.666a). It redefines automated driving systems, lets the Department of Transportation designate automated vehicle roadways and lanes, charge user fees and contract with roadway system providers, and makes unauthorized use of those lanes a civil infraction enforceable with system data. It also revises testing rules for automated vehicles, treats an engaged automated driving system as the driver, and allows truck platoons. Effective July 25, 2022.

Autonomous vehicles; allowing fully automated vehicles to operate on public roads. Effective date.

Oklahoma's SB 1541 (2022) lets fully autonomous vehicles drive on public roads without a human driver when the automated driving system is engaged and the vehicle can reach a minimal risk condition if the system fails, can obey traffic laws and meets federal safety certification. Before driverless operation, the operator must file a law enforcement interaction plan with the Department of Public Safety and prove at least $1 million of insurance or self-insurance. The vehicle must stay at the scene of a crash and the owner must report it. The automated driving system counts as the licensed driver. Effective November 1, 2022.

AV Accessibility Act Autonomous Vehicle Accessibility Act

The federal AV Accessibility Act (H.R. 4419, 119th Congress) would bar a State from issuing a motor vehicle operator's license for operating or using a Level 4 or Level 5 ADS-equipped vehicle in a way that discriminates on the basis of disability against a qualified individual with a disability. It would also have the Secretary of Transportation seek a National Academies study of accessible pickup and dropoff for ride-hail ADS vehicles, with $5,000,000 authorized. Introduced July 15, 2025; referred to the House Transportation and Infrastructure Subcommittee on Highways and Transit; it has not passed either house.

Autonomous vehicles.

California's SB 480 lets autonomous vehicles, from January 1, 2026, be equipped with automated driving system (ADS) marker lamps, which emit a light showing when the ADS is engaged in operating the vehicle, built to SAE International standards J3134 (May 2019) and J578 (April 2020), as revised. It exempts these lamps from the Vehicle Code rules that front lighting be white or yellow and rear lighting be red. The lamps are optional. Signed October 6, 2025 (Chapter 415); effective January 1, 2026.

Transportation; allow and regulate autonomous vehicles.

Mississippi's SB 2569 (2023), the "Mississippi Fully Autonomous Vehicle Enabling (MS FAVE) Act of 2023," would, per its title, have authorized fully autonomous vehicles (SAE Level 4 or 5) to operate on public roads without a human driver while the automated driving system is engaged and certain conditions are met. This is the Senate-passed version; the House passed it as amended on February 23, 2023, but it died on the calendar on March 10, 2023.

Autonomous Veh Requirements

Illinois's HB 2053 (103rd General Assembly) would have amended the Illinois Vehicle Code to require manufacturers to submit automation-level documentation and a filing fee to the Department of Transportation before selling or operating autonomous vehicles, and to prohibit sale or operation of Level 3, 4 or 5 vehicles. It stayed in the House and died at Session Sine Die on January 7, 2025.

Establishing an autonomous vehicle advisory commission, establishing an autonomous vehicle testing pilot program, and providing requirements for automated vehicle deployment.

New Hampshire's SB 216 creates an Autonomous Vehicle Advisory Commission (RSA 241) and an automated vehicle testing and deployment pilot program run by the Division of Motor Vehicles (RSA 242). Testing entities need department approval, $5 million in financial responsibility and pay a $500 annual fee; driverless vehicles and on-demand driverless networks may operate if conditions are met. Signed August 2, 2019 (Chapter 310); the commission provisions took effect August 2, 2019, RSA 242:1 I-VIII, XIII and XIV on September 1, 2019 and RSA 242:1 IX-XII on July 1, 2021.

Provides that no autonomous vehicle may be used for taxi, livery or transportation network company vehicle services in any city with a population of one million or more without first being licensed by the New York City taxi and limousine commission; requires the New York City taxi and limousine…

New York's A 793 would add Vehicle and Traffic Law § 397-d barring the use of an autonomous vehicle for taxi, livery or transportation network company services in a city of one million or more unless the New York City Taxi and Limousine Commission first licenses it as a taxicab. The Commission would have to first create an autonomous-vehicle license and rules, with licenses issued only to owners of taxicab medallions. Would take effect immediately. Referred to the Transportation Committee January 8, 2025 and January 7, 2026; it has not passed either chamber.

Relative to the safety of autonomous vehicles

Massachusetts H3669 would add G.L. c. 90, s. 19M requiring registered autonomous vehicles to keep meeting federal motor vehicle standards and barring their use for interstate commerce or passenger or goods transport unless a human safety operator is physically in the vehicle. It did not advance as its own bill: on April 9, 2026 it accompanied study order H5328.

Advanced driver assistance systems.

California's SB 1315 (2025-26 Regular Session), titled 'Advanced driver assistance systems,' would have required the manufacturer of an advanced driver assistance system, or of an automobile equipped with one, to ensure a driver can disable or disengage that system or autonomous technology where manual operation was previously available. The Attorney General, district attorneys or city attorneys could seek civil penalties up to $25,000 per violation. The Senate passed it 38-0 on May 18, 2026; it was placed on the Assembly inactive file on August 30, 2026 and was not passed before the session ended.

Advisory board established to study impacts of commercial autonomous vehicle operations implementation, minimum requirements for operation of commercial autonomous vehicles established, and permit process for commercial autonomous vehicle operations required.

Minnesota's HF 4216 would have barred commercial autonomous vehicle operations until an advisory board's study is complete and the commissioner sets up a permit process, and would have required a permit for any entity to begin such operations. Permitted autonomous vehicles carrying passengers or goods would have needed a human safety operator physically present who can take control. Introduced March 12, 2026 and never left committee.

MS Fully Autonomous Vehicle Enabling Act; extend repealer on law enforcement interaction plan submission to DPS.

Mississippi's SB 2269 keeps in force, until July 1, 2029, the rule that anyone operating a fully autonomous vehicle on public roads without a human driver must first submit a law enforcement interaction plan to the Department of Public Safety. The rule (Code § 63-35-7, from the 2023 MS FAVE Act) was set to be repealed July 1, 2026. The plan covers how to reach a fleet support specialist, how to safely remove and tow the vehicle, and how to tell whether it is in autonomous mode; without one, the Department may order the vehicle off public roads. Approved March 13, 2026 (Chapter 330); effective July 1, 2026.

Relating to the regulation of autonomous vehicles; creating a criminal offense.

Texas HB 3837 (2025), as introduced, would have created an Autonomous Vehicle Commission and required a permit for autonomous vehicles to operate on Texas highways, with an operating plan for emergency responders, a recording device, insurance, and collision reporting within 48 hours. An owner operating a vehicle in violation would have committed a Class A misdemeanor. It also covered deceptive 'self-driving' advertising. It died in committee when the session adjourned June 2, 2025.

Provides that a person may operate a fully autonomous vehicle on the public roads of this state without a human driver provided that the automated driving system is engaged and the vehicle meets certain conditions; defines terms; requires insurance and that such vehicle is registered as a fully…

New York's S 344-B would add Vehicle and Traffic Law Article 34-E allowing a fully autonomous vehicle (10,000 pounds or less gross weight, with two distinct sensing modalities) to operate without a human driver while its automated driving system is engaged. Operators must file a law enforcement interaction plan with the DMV and show proof of insurance or self-insurance, and the owner is liable for traffic violations while the system is engaged. Amended and recommitted to Transportation May 6, 2026; it has not passed either chamber.

Prohibits any motor vehicle with a manufacturers' gross vehicle weight rating of ten thousand one pounds or more which utilizes autonomous vehicle technology from being operated on public highways unless a natural person holding a valid license for the operation of the motor vehicle's class is…

New York's A 8621 (2023-2024 session) would have added Vehicle and Traffic Law § 393-b so that no motor vehicle with a manufacturer's gross vehicle weight rating of 10,001 pounds or more that uses autonomous vehicle technology could be operated on public highways unless a natural person holding a valid license for that vehicle class is present in it. It would have taken effect only upon the state adopting a law permitting such operation without a licensed person on board. Introduced January 12, 2024 and referred to the Transportation Committee; it never advanced and died at the end of the 2023-2024 session.

AN ACT to amend Tennessee Code Annotated, Title 55 and Title 65, relative to autonomous vehicles.

Tennessee's SB0310 (114th General Assembly), as introduced, would have amended Code § 55-30-103 so that an automated-driving-system (ADS) vehicle used to transport property for hire or compensation in interstate commerce, or passengers for hire or compensation, could not operate on Tennessee roads with the ADS engaged unless a licensed human driver sits in the driver's seat, monitors the vehicle at all times and can take control. Companion: HB 1168. Not passed before the session ended in April 2026; last action: Passed on Second Consideration, refer to Senate Transportation and Safety Committee (February 12, 2025).

Provides that a person may operate a fully autonomous vehicle on the public roads of this state without a human driver provided that the automated driving system is engaged and the vehicle meets certain conditions; defines terms; requires insurance and that such vehicle is registered as a fully…

New York's S 1012-B (2023-2024 session) would have added Vehicle and Traffic Law Article 34-E allowing a person to operate a fully autonomous (SAE level 4 or 5) vehicle on public roads without a human driver while its automated driving system is engaged, subject to conditions, a law enforcement interaction plan, proof of insurance and registration as a fully autonomous vehicle. The state would have governed these vehicles exclusively, with any city of five million or more people able to set local for-hire rules. It was referred to the Transportation Committee and last amended March 1, 2024; it did not pass, and the session ended without action.

AUTONOMOUS VEH REQUIREMENTS

Illinois's HB 3044 (104th General Assembly) would amend the Illinois Vehicle Code to require manufacturers to file automation documentation and a fee with IDOT before selling or operating an autonomous vehicle. Level 2 vehicles could be sold and registered, Level 3, 4 and 5 vehicles could not be sold or operated, and violations would carry penalties. Re-referred to Rules March 21, 2025.

Permits testing and use of autonomous vehicles on State roadways under certain circumstances.

Not law. A 1589 would have let autonomous vehicles be tested on New Jersey roads with Motor Vehicle Commission approval. Testing would have needed a licensed operator employed or designated by the manufacturer, seated in the driver's seat and able to take control at once, and $5 million in insurance, a surety bond or self-insurance. Manufacturers would have had to certify prior testing on private tracks or out-of-state roads and tell buyers what information their autonomous technology collects. It never left committee in the 2024-2025 session.