Regulatory monitor
Regulation ⚖️
The AV Index reading of public AV rules, worldwide — dated, sourced, and incomplete on purpose.
The AV Index currently publishes regulatory readings for 12 countries and common frameworks (25 nested readings). Drawn from official pages and public materials — not a live statute feed or legal advice. US states such as Arizona, California, Florida, Georgia sit under the US federal framework, not as sovereign countries. EU members such as France, Germany, Netherlands, Spain sit under the Union common framework plus national road rules. Commercial-looking robotaxi posture: California (US), European Union, Florida (US), Nevada (US), United States. Pilots or structured testing: Canada, France (EU), Germany (EU), Israel, Japan, Michigan (US), Ohio (US), Singapore, South Korea, Spain (EU). Coverage grows when operators, news, or official domains surface a new market.
Countries & frameworks
12
25 nested readings · 8 US states · 5 EU members. Arizona is a US state, not a sovereign market.
Commercial
5
Our reading of paid or driverless-looking robotaxi posture — not a launch permit.
Pilot
12
Testing, exemptions, or structured programs still dominate.
Cited documents
148
Optional PDFs. Empty does not mean “no regulation” — open the authority page.
Unclear: 8Commercial: 5Pilot: 12
Published markets
Index reading by market
US states nest under the federal framework. EU members sit under the Union common framework plus national road rules. Independent countries such as Israel stay on their own. Posture is our reading of public materials as of the pull date — not legal advice.
| Market | Posture | Summary | Authority | As of |
|---|---|---|---|---|
Federal framework | Commercial | US federal framework. States below issue their own testing and deployment permits. The provided evidence is drawn from search-result snippets rather than full statutes, so some specifics may be incomplete. According to the EPG state-by-state map, 21 U.S. states allow fully driverless commercial and personal operation of autonomous vehicles, including Texas, California, Florida, Arizona, Georgia, and Michigan. Another 11 states permit testing under pilot-program frameworks, and a few states impose strict safety-driver mandates. The Eno Center summary reports that autonomous rideshare services are operating in Phoenix, San Francisco, and Austin, and that driverless long-haul freight routes have begun in Texas. Federal action consists mainly of proposed bills, such as the AV Accessibility Act, AV Safety Data Act, and H.R. 7390 (SELF DRIVE Act), which are not yet enacted. State authorities are the key regulators now, with requirements varying by state. | Open source | 2026-09-06 |
State | Unclear | The provided text is the homepage of the Arizona Department of Transportation (ADOT). It lists highway construction projects, travel advisories, and information about driver licenses. No mention is made of autonomous vehicles, robotaxis, commercial AV operations, or AV testing. Therefore, this document does not provide regulatory status for autonomous vehicles in Arizona. Any conclusion about AV laws would require a different source. | Open source | 2026-09-06 |
State | Commercial | The California DMV oversees autonomous vehicle regulation and authorizes manufacturers to test and deploy AVs under three permit categories: testing with a safety driver, driverless testing, and deployment. Each category has specific approved locations, operating conditions, and speed limits. The page describes incident and collision reporting obligations for permit holders and provides links to permit resources, law enforcement materials, and news bulletins. It does not specify whether deployment covers commercial robotaxi or freight services, nor does it provide details on consumer AV ownership. Further, the exact operational conditions are not fully listed on this overview page. The information suggests broad AV deployment is permitted in California, but specific use cases remain unspecified. | Open source | 2026-09-06 |
State | Commercial | This evidence is a secondary industry overview from Elevation Proving Grounds, not an official Florida statute. It states Florida is one of 21 U.S. states where autonomous vehicles are fully legal for driverless commercial and personal operation, covering robotaxi and consumer use. It also lists Florida among states in expanding long-haul freight corridors and notes that the 21 states permit full driverless operation across all vehicle classes. The article does not name a specific Florida regulatory agency, statute, permit process, or geofencing limitation. Operational details such as insurance requirements, reporting duties, or local authorization are not provided. This summary is not legal advice. | Open source | 2026-09-06 |
State | Unclear | The provided text consists of search-result snippets, not an official Georgia regulation. The only Georgia-specific snippet, an industry state-by-state map from Elevation Proving Grounds, says Georgia is among 21 U.S. states where autonomous vehicles are fully legal for driverless commercial and personal operation. No Georgia statute, regulation, agency, permit program, or pilot framework is cited. Because this is a thin, unverified article snippet rather than an enacted law, the actual regulatory status should be treated as Unknown rather than Permitted. Other snippets address national or global AV law without Georgia-specific detail. | Open source | 2026-09-06 |
State | Pilot | Michigan’s legislature and governor have acted on automated vehicles; a 2022 state law supports a connected and automated vehicle corridor, and MCL 257.665 appears as the relevant compiled-law section. The 2016 framework described in the Land Line article permits autonomous vehicles on public roads and does not require a person inside, but operators must supervise and control the vehicle. Truck platoons must have a CDL holder behind the wheel. The same text says the older statute allows testing on small stretches of public roads that are decommissioned. One industry map claims Michigan allows fully driverless commercial and personal operation, but because that is only a broad snippet it is not enough to classify the state as Permitted. Robotaxi fare service, driverless freight, and consumer AV purchases are not clearly described in the state-level text. | Open source | 2026-09-07 |
State | Commercial | The Nevada Transportation Authority (NTA) unanimously approved Tesla Robotaxi, Waymo, and Aviari as Autonomous Vehicle Network Companies under NRS/NAC Chapter 706B at its August 20, 2026 meeting. The approvals authorize paid passenger transportation in fully autonomous vehicles within Clark County, subject to approved operational design domains and other NTA conditions. Harry Reid International Airport is in the approved area, but the companies must obtain separate Clark County Department of Aviation authorization before serving it. The first-year fleet caps are 5,000 vehicles for Tesla and 1,000 each for Waymo and Aviari, and service cannot start until inspection, insurance, rate, app-review, accessibility, crash-reporting, and 24-hour emergency-contact requirements are met. These are commercial permits rather than a testing pilot, though deployment is initial and geographically limited. For freight, the only Nevada-specific evidence in the source is authorization of driver-assistive platooning technology; no driverless trucking operations are described. The Nevada DMV separately states that all automation levels may operate on public roads without tiered AV licensing, but consumer-use details remain general rather than product-specific. | Open source | 2026-09-06 |
State | Pilot | Ohio's General Assembly is connected to House Bill 608, which would authorize a manufacturer of autonomous vehicles or technology to operate AVs on public roads and highways subject to requirements, and would task the Director of Transportation with additional duties. The Alternative Fuels Data Center notes that all AVs tested in Ohio must have a designated operator responsible for safe operation and traffic-law compliance. Some Ohio localities are also hosting real-world advanced-driving tests, according to the Business Focus article. These excerpts point to supervised testing rather than commercial robotaxi, autonomous freight, or consumer AV programs, and no details establish paid or driverless operations. Federal AV legislation is mentioned, but it is not an Ohio law. This brief is based only on the provided text and is not legal advice. | Open source | 2026-09-06 |
State | Unclear | This source is the Texas Department of Transportation's general homepage. It describes traffic cameras, road conditions, travel maps, and organizational structure. It does not mention autonomous vehicles, robotaxis, freight platooning, consumer self-driving features, or any AV permits or statutes. No state AV regulator or specific rules can be extracted from this page. Because the source has no AV content, the regulatory status is unknown. | Open source | 2026-09-06 |
Common framework | Commercial | EU common framework. Member states add national road rules on top of Union type-approval. The European Commission regulates vehicle safety and automated vehicles across the EU. The revised General Safety Regulation (EU) 2019/2144, applicable from 6 July 2022, sets mandatory advanced driver assistance systems and creates a legal framework for approving driverless and automated vehicles. The Commission has adopted technical rules for fully driverless vehicles at Level 4 automation, such as urban shuttles and robotaxis, covering testing, cybersecurity, data recording, safety monitoring and incident reporting before market entry. For Level 3 motorway automation, EU legislation aligns with UN rules. For Level 2 assisted driving, the EU transposes UN Regulation 171 on Driver Control Assistance Systems (DCAS) as 2024/2689. These actions indicate EU-wide approval pathways for commercial robotaxis and Level 3 automated vehicles, but do not authorise specific services or specify operational domains. The source does not specifically address autonomous freight operations. | Open source | 2026-09-06 |
Member state | Pilot | The provided source is the homepage of the French ministries for ecological transition, territories, transport, city and housing. It does not discuss autonomous vehicle regulation in France. The page contains general news items such as an electric vehicle leasing scheme, aid for taxis purchasing electric vehicles, drought information, and administrative announcements. No robotaxi, freight, or consumer AV rules or permits are mentioned. Because the text is not about AV regulation, the status is Unknown. This is not legal advice. | Open source | 2026-09-06 |
Member state | Pilot | Germany's 2017 Road Traffic Act amendment and 2021 Autonomous Driving Act provide a legal framework for SAE Levels 2-4 AVs. SAE Level 2 systems need no special approval as long as a driver supervises the vehicle; SAE Levels 3 and 4 are subject to §§ 1a/1b StVG with the driver able to divert attention but obliged to retake control where required. Level 4 vehicles may operate without an in-vehicle fall-back driver in state-approved operational areas, but a Technical Supervisor must monitor and deactivate the vehicle. The Federal Motor Transport Authority (KBA) issues testing permits and can grant operational approval for vehicles with temporarily deactivated non-compliant functions. Active pilots include KIRA Level 4 shuttles in Darmstadt public transport and Volkswagen Moia ride-pooling trials in Hamburg; freight testing includes semi-autonomous trucks and MAN Level 4 trials on the A9. Liability is still largely under general traffic, product liability and tort rules, with holder strict liability caps of EUR 10 million for personal injury and EUR 2 million for property damage. Data recording duties under § 1g StVG coexist with GDPR, and manufacturers must demonstrate cybersecurity protections under § 1f StVG. | Open source | 2026-09-09 |
Member state | Unclear | The provided source is a thin search snippet from The Next Web, consisting mostly of a headline stating that the Netherlands has become the first European country to approve Tesla's FSD Supervised. The article body is truncated, so no approving authority, legal citation, or conditions are visible. No information about robotaxi or freight operations appears in the text. The phrase 'FSD Supervised' suggests a supervised, Level 2 driver-assist feature, but the legal scope and safety requirements remain uncertain. Because this is an incomplete news report rather than an official regulation, the AV regulatory status for the Netherlands is Unknown. | Open source | 2026-09-07 |
Member state | Pilot | The Dirección General de Tráfico (DGT) is Spain's traffic authority and discusses automated vehicles on an informational page. Under Real Decreto Legislativo 6/2015, DGT manages traffic on interurban roads, and Spain has been advancing automated vehicle regulation. The source describes the ES-AV framework for authorizing automated vehicle tests, indicating that only trials are currently permitted. A draft royal decree to modify traffic and vehicle regulations to allow fully automated vehicles is still under processing and not yet approved. No commercial robotaxi, freight, or consumer automated services are mentioned. The content is a mix of explanatory material about automation levels and generic benefits, with no current operational deployments described, so the situation is best characterized as testing rather than commercial deployment. | Open source | 2026-09-06 |
Member state | Unclear | The provided source is the homepage of Transportstyrelsen (Swedish Transport Agency), written in Swedish. It is a general portal for road, air, sea, and rail transport, offering links to vehicle registration, license inquiries, inspection bookings, and news. No portion of the text discusses autonomous vehicles, self-driving cars, robotaxis, freight automation, or paid driverless services. It therefore provides no legal basis to assess AV regulation in Sweden; the status is Unknown based solely on this source. | Open source | 2026-09-06 |
| Pilot | Transport Canada publishes guidance on connected and automated vehicles, including a Vehicle Cyber Security Strategy, a cyber security assessment tool, a Safety Assessment for Automated Driving Systems in Canada, and Guidelines for Testing Automated Driving Systems in Canada Version 2.0. The page lists funding programs and national policy frameworks, such as Canada’s Safety Framework for Connected and Automated Vehicles 2.0. This indicates that automated driving system testing is addressed through federal guidance in Canada. However, the source does not describe any commercial robotaxi, freight, or consumer service and does not specify operational permits for driverless deployment. It is high-level guidance rather than an enacted regulation, so actual commercial permissions remain uncertain. | Open source | 2026-09-06 | |
| Pilot | Israel's Ministry of Transport has been drafting local autonomous vehicle regulations for over five years, with sources expecting L4 rules to take effect in the second half of 2027. A new UNECE standard approved at the end of June is expected to be adopted automatically in Israel, providing a basis for import permits of L4 vehicles. Current activity is limited to testing: Imagry launched an autonomous bus at Sheba Medical Center in 2023, and Cross Israel is promoting a tender for trial autonomous shuttles in the Golan Heights. These pilots involve safety requirements like NCAP testing and cybersecurity measures, including UNR-155. Robotaxis and commercial fleets are anticipated as first-phase adoptions after 2027, but no paid driverless service is yet allowed. Uncertainties remain around insurance company responses and the finalization of local regulations. | Open source | 2026-09-06 | |
| Pilot | The provided source is a general news and links page from Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT). It does not contain any specific information about autonomous vehicle regulation, robotaxi services, or testing programs. The content focuses on infrastructure projects, international cooperation, aviation safety, and other transportation topics unrelated to AV policy. Therefore, the status of AV regulation in Japan cannot be assessed from this text. No laws, permits, or scores should be inferred. | Open source | 2026-09-06 | |
| Pilot | Singapore’s Land Transport Authority (LTA) regulates AVs through trials on public roads and paths. Before road deployment, AVs must pass CETRAN safety assessments, carry third-party insurance, and have a blackbox recorder. Public-road trials are governed by the Road Traffic (Autonomous Motor Vehicles) Rules 2017, and AVs/mobile robots on public paths require an exemption under the Active Mobility Act 2017. The LTA has a Deployable AV Solutions track that may allow driverless deployment after milestones including remote-operations assessment and an on-road Deployment Readiness Assessment; the Developmental track requires an onboard operator. Current AV industry activities described include FairPrice’s Zelos Z10 logistics vehicle between Joo Koon warehouses, WeRide Robobus passenger shuttle at Resorts World Sentosa, MooVita’s Ngee Ann Polytechnic campus shuttle, and WeRide robosweepers at Esplanade and Marina Coastal Drive. Robotaxi or private consumer AV services are not described, and it is uncertain from this page whether the current activities are fully driverless or paid. | Open source | 2026-09-06 | |
| Pilot | South Korea's Ministry of Land, Infrastructure and Transport (MOLIT) regulates autonomous vehicles. The Act on Promotion and Support of Commercialization of Autonomous Vehicles (AVA), effective since 1 May 2020, lets MOLIT designate testing zones where vehicle-safety and passenger/freight transport rules can be relaxed, but no testing zone has yet been designated, with three planned by end of the year. Autonomous public-road testing for research still requires a temporary operation permit, and only about 100 vehicles have received one since 2016. Amended Safety Standards allow Level 2 and Level 3 autonomous-driving technologies that meet SAE-based technical requirements, with the Level 3 standards in force from 1 July 2020. An amended automobile-accident compensation law makes the vehicle owner's insurance primary for autonomous-vehicle accidents, with possible manufacturer indemnification, and requires an onboard self-driving data recorder. A government roadmap aims at infrastructure for full autonomous driving by 2024 and Level 4 commercialisation on major roads by 2027, but these targets are not current commercial operations. | Open source | 2026-09-06 | |
| Pilot | The provided source is the homepage of the Roads and Transport Authority (RTA) of Dubai, United Arab Emirates. It focuses on general transportation services such as public transport, vehicle registration, fines, and smart apps. No content in this page addresses autonomous vehicles, robotaxis, automated freight, or consumer self-driving vehicle regulation. There is no mention of AV pilots, laws, permits, or maturity levels. Therefore, the status is Unknown because the source does not provide AV regulatory information. | Open source | 2026-09-06 | |
| Pilot | The Centre for Connected and Autonomous Vehicles (CCAV), part of the UK Department for Transport, is responsible for delivering the Automated Vehicles Act implementation programme. The Automated Vehicles Act became law in May 2024. The UK is running a self-driving vehicle pilot scheme for taxi and bus-style services, with applications open for operators. Press releases indicate that from 2026, self-driving cars without a safety driver could be available for booking via an app. However, these are currently described as pilots, and consultations on safety principles are ongoing. The source does not mention commercial freight or consumer AV operations. Overall, the UK appears to be in a testing/pilot phase rather than full commercial deployment, with driverless services planned for 2026. | Open source | 2026-09-06 | |
| Unclear | This source is an impact analysis announcement from Australia's Office of Impact Analysis, not an issued law or approval. The Australian National Transport Commission (NTC) and infrastructure/transport ministers are developing an in-service safety framework for automated vehicles. The proposed Automated Vehicle Safety Law (AVSL) would establish a national regulator and regulate Automated Driving System Entities across the vehicle lifecycle. Ministers agreed in February 2022 to a Commonwealth law approach recommended by the NTC. The source does not describe any permitted commercial robotaxi, trucking, or consumer operation. All deployment still appears to be in the regulatory design phase, with no operational pilots or commercial services mentioned. Therefore the actual legal status in Australia remains unknown from this text. | Open source | 2026-09-06 | |
| Unclear | This source is a Chinese national standard consultation draft, not a final published or in-force regulation. It was proposed and administered by China's Ministry of Industry and Information Technology and would replace GB/T 44721-2024. The draft applies to M and N vehicles equipped with Level 3 and/or Level 4 automated driving systems, excluding automatic parking systems. It contains safety requirements for dynamic driving task performance, human-machine interaction, user information, takeover monitoring for L3 functions, and remote assistance for L4 functions. It does not describe or authorize any commercial robotaxi, trucking, or consumer automated-driving service, so the operational deployment status in China remains unknown from this text. This reading is not legal advice. | Open source | 2026-09-06 | |
| Unclear | The provided source is the homepage of the Saudi Standards, Metrology and Quality Organization (SASO), a Saudi government body focused on standardization, metrology, and quality. It does not contain any information about autonomous vehicle regulation, driverless cars, robotaxis, freight automation, or consumer AV products. No authority, permits, pilot programs, or operational rules for AVs are mentioned. Since the source does not address AV regulation in Saudi Arabia, no status or readiness can be determined from this text. This is not a regulation or legal instrument and cannot serve as a basis for AV claims. | Open source | 2026-09-06 |
Explore Markets
Move from global map to market memo in one flow.
Select a jurisdiction to open its published operating posture, displayed source, and the most relevant instruments for public research.
Global Market Map
Tap a marker to open a jurisdiction brief and its public regulatory source.
12 countries and frameworks · 25 nested readings.
Loading Map...
Market Brief
Pick a market to open the launch picture.
Each jurisdiction brief brings together the current operating stance, the primary public authority source, and the most relevant regulatory instruments in one place.
Operating posture
Live, pilot-led, framework-first, or restricted.
Primary source
The strongest public authority source available for that market.
Instrument list
The laws, permits, and guidance that matter most.