SELF DRIVE Act of 2026

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Bill ID: 119/hr/7390
Last Updated: July 16, 2026

Sponsored by

Rep. Latta, Robert E. [R-OH-5]

ID: L000566

Follow the money

The bill

SELF DRIVE Act of 2026

HR. 7390, 119th Congress — read as touching Automotive (Legacy).

The sponsor

Rep. Latta, Robert E. [R-OH-5]

Every bill has someone who introduced it. That name is where the paper trail starts.

The money

$71,500 raised

27 itemised contributions to this sponsor, pulled from FEC filings.

The alignment

66% match to Project 2025

This bill's text tracks the "Introduction" section, p. 658-660 of the Mandate for Leadership.

Bill's Journey to Becoming a Law

Track this bill's progress through the legislative process

Latest Action

Forwarded by Subcommittee to Full Committee by the Yeas and Nays: 12 - 11.

February 9, 2026

Introduced

Committee Review

📍 Current Status

Next: The bill moves to the floor for full chamber debate and voting.

🗳️

Floor Action

Passed House

🏛️

Senate Review

🎉

Passed Congress

🖊️

Presidential Action

⚖️

Became Law

📚 How does a bill become a law?

1. Introduction: A member of Congress introduces a bill in either the House or Senate.

2. Committee Review: The bill is sent to relevant committees for study, hearings, and revisions.

3. Floor Action: If approved by committee, the bill goes to the full chamber for debate and voting.

4. Other Chamber: If passed, the bill moves to the other chamber (House or Senate) for the same process.

5. Conference: If both chambers pass different versions, a conference committee reconciles the differences.

6. Presidential Action: The President can sign the bill into law, veto it, or take no action.

7. Became Law: If signed (or if Congress overrides a veto), the bill becomes law!

Bill Summary

Joy, another bill that's going to "save" us all from the horrors of human error on the roads. The SELF DRIVE Act of 2026 is a masterclass in bureaucratic doublespeak and corporate-friendly legislation.

**Main Purpose & Objectives**

The stated purpose of this bill is to ensure American leadership in the autonomous driving sector, improve road safety, mobility, and accessibility, and create jobs. How noble. In reality, it's just a vehicle (pun intended) for Big Tech and automotive companies to push their self-driving agendas without too much regulatory oversight.

**Key Provisions & Changes to Existing Law**

The bill amends the National Highway Traffic Safety Administration's (NHTSA) authority over vehicles with automated driving systems. It introduces new definitions, such as "ADS-dedicated vehicle" and "fallback-ready user," which are just fancy ways of saying "we're going to let companies make money off this technology without too much accountability."

The bill also updates motor vehicle safety requirements for ADS-equipped vehicles, but don't worry, it's all very vague and open to interpretation. It's like they want to give the industry a blank check to do whatever they want.

**Affected Parties & Stakeholders**

The usual suspects: Big Tech companies like Waymo and Tesla, automotive manufacturers, and their lobbying groups. Oh, and let's not forget the politicians who will be receiving generous campaign contributions from these industries.

As for the rest of us, we're just along for the ride (again, pun intended). Our safety and well-being are mere afterthoughts in this legislative game of corporate favoritism.

**Potential Impact & Implications**

This bill has all the makings of a classic case of regulatory capture. By giving the industry too much leeway, we can expect to see more accidents, more cybersecurity risks, and more job displacement as human drivers are replaced by machines.

But hey, at least the politicians will get their campaign contributions, and the corporations will make a pretty penny off this technology. That's what really matters, right?

In conclusion, the SELF DRIVE Act of 2026 is a perfect example of how our legislative system is rigged against the people and in favor of corporate interests. It's a disease that needs to be diagnosed and treated with a healthy dose of skepticism and outrage.

Generated using Llama 3.1 70B (Dr. Haus personality)

💰 Campaign Finance Network

Rep. Latta, Robert E. [R-OH-5]

Congress 119 • 2024 Election Cycle

Total Contributions
$71,500
22 donors
PACs
$0
Organizations
$5,500
Committees
$0
Individuals
$66,000

No PAC contributions found

1
HUNTON ANDREWS KURTH LLP
2 transactions
$2,000
2
WATKINS & EAGER PLLC
1 transaction
$1,000
3
SENECA COUNTY REPUBLICAN PARTY
1 transaction
$1,000
4
BL PARTNERS GROUP LLC
2 transactions
$1,000
5
CRAWFORD COUNTY CATTLEMEN'S ASSOCIATION
1 transaction
$500

No committee contributions found

1
ERGEN, CANDY MRS.
2 transactions
$6,600
2
ERGEN, CHARLES MR.
2 transactions
$6,600
3
FAISON, JAY
2 transactions
$6,600
4
MURPHY, JAMES
1 transaction
$3,300
5
TAYLOR, KENNETH
1 transaction
$3,300
6
KALMBACH, PAUL MR.
1 transaction
$3,300
7
WARNER, DAVID
1 transaction
$3,300
8
WARNER, GERALDINE B. MRS.
1 transaction
$3,300
9
ARNOLD, JOHN
1 transaction
$3,300
10
ARNOLD, LAURA
1 transaction
$3,300
11
HALE, ROBERT
1 transaction
$3,300
12
MCCAULLEY, KAITLIN
1 transaction
$3,300
13
COOPER, CHERYL J. MRS.
1 transaction
$3,300
14
COOPER, GARY A. MR.
1 transaction
$3,300
15
WILEY, LAWRENCE
1 transaction
$3,300
16
BLOCK, ALLAN MR.
1 transaction
$3,300
17
BLOCK, SUSAN MRS.
1 transaction
$3,300

Cosponsors & Their Campaign Finance

This bill has 10 cosponsors. Below are their top campaign contributors.

Rep. Goldman, Craig A. [R-TX-12]

ID: G000601

Top Contributors

10

1
ALLEN BOONE HUMPHRIES ROBINSON LLP
OrganizationHOUSTON, TX
$3,300
Dec 21, 2023
2
THE CHICKASAW NATION
OrganizationADA, OK
$3,300
May 23, 2024
3
BENDA, ROBERT D.
WESTWOOD CONTRACTORS INC.CEO
IndividualFORT WORTH, TX
$6,600
Nov 9, 2023
4
BENDA, ROBERT D.
WESTWOOD CONTRACTORS INC.CEO
IndividualFORT WORTH, TX
$6,600
Nov 9, 2023
5
CAMPBELL, CODY
DOUBLE EAGLE ENERGYFOUNDER AND CO-CEO
IndividualFORT WORTH, TX
$6,600
Dec 31, 2023
6
CAMPBELL, CODY
DOUBLE EAGLE ENERGYFOUNDER AND CO-CEO
IndividualFORT WORTH, TX
$6,600
Dec 31, 2023
7
HOLM, NELSON
RENEGADE SWISHPARTNER
IndividualFORT WORTH, TX
$6,600
Nov 13, 2023
8
HOLM, NELSON
RENEGADE SWISHPARTNER
IndividualFORT WORTH, TX
$6,600
Nov 13, 2023
9
KLEINHEINZ, BURKE
WELLTOWERINVESTMENTS
IndividualDALLAS, TX
$6,600
Dec 21, 2023
10
KLEINHEINZ, BURKE
WELLTOWERINVESTMENTS
IndividualDALLAS, TX
$6,600
Dec 21, 2023

Rep. Kean, Thomas H. [R-NJ-7]

ID: K000398

Top Contributors

10

1
EASTERN BAND OF CHEROKEE INDIANS
OrganizationCHEROKEE, NC
$3,300
Oct 24, 2024
2
EASTERN BAND OF CHEROKEE INDIANS
OrganizationCHEROKEE, NC
$3,300
Dec 27, 2024
3
LOEB, JOHN
RETIREDRETIRED
IndividualPURCHASE, NY
$6,600
Nov 4, 2024
4
LOEB, JOHN
IndividualPURCHASE, NY
$6,600
Nov 4, 2024
5
VOCCOLA, FREDERICK
KASEYACEO
IndividualMIAMI, FL
$6,600
Mar 1, 2024
6
PISANO, JOHN
IndividualWEST PALM BEACH, FL
$3,700
Jan 22, 2024
7
VOCCOLA, FREDERICK
IndividualMIAMI, FL
$3,500
Mar 12, 2024
8
NIEMIEC, DAVID
SELFINVESTMENTS
IndividualNEW YORK, NY
$3,300
Oct 11, 2024
9
TAYLOR, ALEXANDER
MATRIX DEV GRPREAL ESTATE
IndividualBELMAR, NJ
$3,300
Oct 1, 2024
10
BRUECKNER, RICHARD F.
RETIREDRETIRED
IndividualBEDMINSTER, NJ
$3,300
Oct 4, 2024

Rep. Schweikert, David [R-AZ-1]

ID: S001183

Top Contributors

10

1
SAN MANUEL BAND OF MISSION INDIANS
OrganizationHIGHLAND, CA
$3,300
Dec 31, 2023
2
MORONGO BAND OF MISSION INDIANS
OrganizationBANNING, CA
$3,300
Mar 20, 2023
3
MORONGO BAND OF MISSION INDIANS
OrganizationBANNING, CA
$3,300
Mar 20, 2023
4
SALT RIVER PIMA MARICOPA INDIAN COMMUNITY
OrganizationSCOTTSDALE, AZ
$3,300
Mar 31, 2023
5
SALT RIVER PIMA MARICOPA INDIAN COMMUNITY
OrganizationSCOTTSDALE, AZ
$3,300
May 23, 2024
6
WSS
Organization
$3,300
Jul 3, 2024
7
HPUL PROJECT OPERATIONS
OrganizationUPPER LAKE, CA
$3,300
Jun 30, 2023
8
SANTA YNEZ BAND OF MISSION INDIANS
OrganizationSANTA YNEZ, CA
$3,300
Oct 23, 2024
9
MASHANTUCKET (WESTERN) PEQUOT TRIBE
OrganizationLEDYARD, CT
$3,300
Oct 30, 2024
10
HPUL PROJECT OPERATIONS
OrganizationUPPER LAKE, CA
$2,500
Jul 25, 2024

Rep. Balderson, Troy [R-OH-12]

ID: B001306

Top Contributors

10

1
THORP FOR SHERIFF
OrganizationNEWARK, OH
$500
Oct 7, 2024
2
FRIENDS OF MARK FRAIZER
OrganizationCOLUMBUS, OH
$250
Jun 15, 2023
3
FRIENDS OF MARK FRAIZER
OrganizationCOLUMBUS, OH
$200
Sep 3, 2024
4
STEMMER, THOMAS A
RETIREDRETIRED
IndividualBYESVILLE, OH
$5,800
Feb 28, 2024
5
STEMMER, THOMAS A
IndividualBYESVILLE, OH
$5,800
Feb 28, 2024
6
BORKOWSKI, BRIAN
LACO HOLDINGSCEO
IndividualBELLEAIR BEACH, FL
$3,300
Oct 22, 2024
7
MACKINNON, JEFFREY
FARRAGUT PARTNERSLOBBYIST
IndividualWASHINGTON, DC
$3,300
Nov 5, 2024
8
DICKERSON, RICHARD D
UTILITY TECHNOLOGY INT'L CORPCHIEF EXECUTIVE OFFICER
IndividualWEST JEFFERSON, OH
$3,300
Oct 26, 2023
9
LEMMON, THEODORE
SHELLY COMPANYSENIOR VICE PRESIDENT
IndividualNEW PLYMOUTH, OH
$3,300
Dec 15, 2023
10
DICKERSON, JOAN
HOMEMAKERHOMEMAKER
IndividualWEST JEFFERSON, OH
$3,300
Oct 26, 2023

Rep. Owens, Burgess [R-UT-4]

ID: O000086

Top Contributors

10

1
UTE INDIAN TRIBE
OrganizationFORT DUCHESNE, UT
$3,300
Nov 12, 2024
2
MORONGO BAND OF MISSION INDIANS
OrganizationBANNING, CA
$2,000
Sep 30, 2024
3
PALMER, JEFFERY
NONERETIRED
IndividualMAPLETON, UT
$13,200
May 29, 2023
4
JENKINS, JAMES W.
RETIREDRETIRED
IndividualSALT LAKE CITY, UT
$10,000
May 13, 2024
5
HOLSCHER, KELLY
RETIREDRETIRED
IndividualPACIFIC PALISADES, CA
$6,600
Aug 22, 2024
6
LISONBEE, DAVID
4LIFE RESEARCHBUSINESS OWNER
IndividualPROVO, UT
$6,600
Mar 19, 2024
7
OVERHOLT, DAVID W. MR.
UNIFIED PURCHASING GROUPPRESIDENT
IndividualSOUTH JORDAN, UT
$6,600
Apr 3, 2024
8
DAICHENDT, JOE
ACI JETBUSINESS OWNER
IndividualLADERA RANCH, CA
$6,600
Mar 16, 2023
9
GRIFFIN, KENNETH
CITADEL LLCFOUNDER CEO
IndividualMIAMI BEACH, FL
$6,600
Apr 10, 2023
10
PALMER, KELLY
NONERETIRED
IndividualMAPLETON, UT
$6,600
Jun 13, 2023

Rep. Bilirakis, Gus M. [R-FL-12]

ID: B001257

Top Contributors

10

1
COOL MASTER PRO LLC
OrganizationTAMPA, FL
$6,600
Mar 8, 2023
2
ARTECHE, LEON
V-ME MEDIA INC.CFO
IndividualDORAL, FL
$5,000
Jan 18, 2024
3
OF FLORIDA, SEMINOLE TRIBE
EMPLOYEE RECOGNIZED TRIBE
IndividualHOLLYWOOD, FL
$3,300
Aug 2, 2024
4
LAGOS, JAMES H.
LAGOS LAGOS, PLLATTORNEY
IndividualSPRINGFIELD, OH
$3,300
Sep 9, 2024
5
RICE, WILLIAM LLOYD
FALFURRIAS CAPITAL PARTNERS
IndividualMINT HILL, NC
$3,300
Sep 30, 2024
6
WANEK, RON
ASHLEY FURNITURE INDUSTRIES, INCCHAIRMAN OF THE BOARD
IndividualTAMPA, FL
$3,300
Oct 17, 2024
7
WANEK, TODD
ASHLEY FURNITURECEO
IndividualTAMPA, FL
$3,300
Oct 17, 2024
8
WANEK, JOYCE
N/AN/A
IndividualTAMPA, FL
$3,300
Oct 18, 2024
9
WANEK, KAREN
SUPERIOR FRESHOWNER
IndividualTAMPA, FL
$3,300
Oct 17, 2024
10
HEPSCHER, WILLIAM S
RX MANAGE USABUSINESS OWNER
IndividualTAMPA, FL
$3,300
Oct 30, 2024

Rep. Houchin, Erin [R-IN-9]

ID: H001093

Top Contributors

10

1
HABEMATOLEL POMO OF UPPER LAKE TRIBE OF CALIFORNIA
OrganizationUPPER LAKE, CA
$3,300
Aug 3, 2023
2
OTOE MISSOURIA TRIBE OF OKLAHOMA
OrganizationRED ROCK, OK
$3,300
Aug 3, 2023
3
TURTLE MOUNTAIN BAND OF CHIPPEWA OF NORTH DAKOTA
OrganizationBELCOURT, ND
$3,300
Aug 3, 2023
4
CHEROKEE NATION
OrganizationTAHLEQUAH, OK
$2,500
Dec 19, 2023
5
BANKE, BARBARA
JACKSON FAMILY FOUNDATIONEXECUTIVE
IndividualGEYSERVILLE, CA
$6,600
Dec 7, 2023
6
SCHWARZMAN, CHRISTINE
RETIREDRETIRED
IndividualNEW YORK, NY
$6,600
Mar 6, 2024
7
GRIFFIN, KENNETH
CITADEL LLCFOUNDER CEO
IndividualMIAMI BEACH, FL
$6,600
Apr 10, 2023
8
ROWAN, CAROLYN
CAROLYN ROWAN COLLECTION LLCEXECUTIVE
IndividualGREENWICH, CT
$6,600
Jun 28, 2023
9
ROWAN, MARC
APOLLO MANAGEMENT HOLDINGSEXECUTIVE
IndividualGREENWICH, CT
$6,600
Jun 28, 2023
10
KIESLER, DOUGLAS M MR.
KIESLER POLICE SUPPLY, INC.CEO
IndividualGREENVILLE, IN
$6,600
Feb 22, 2023

Rep. Van Epps, Matt [R-TN-7]

ID: V000139

Top Contributors

0

No contribution data available

Rep. Miller-Meeks, Mariannette [R-IA-1]

ID: M001215

Top Contributors

10

1
SAC & FOX TRIBE OF THE MISSISSIPPI IN IOWA
COMTAMA, IA
$1,000
Aug 11, 2023
2
RENEWABLE ENERGY, CITIZENS FOR
COMMADISON, WI
$500
Aug 20, 2024
3
POLITICAL COMMITTEE, NWF ACTION FUND
PACWASHINGTON, DC
$500
Sep 18, 2024
4
US MARSHALS SERVICES
OrganizationNEW YORK, NY
$2,900
Apr 20, 2023
5
HUNTON ANDREWS KURTH LLP
OrganizationRICHMOND, VA
$1,000
Mar 22, 2023
6
HOGAN, PATRICK F
RETIREDRETIRED
IndividualDALLAS, TX
$13,200
Mar 15, 2023
7
HOLDEN, RONALD
RETIREDRETIRED
IndividualWILLIAMSBURG, IA
$13,200
Jun 20, 2023
8
VANDEWALLE, LOLA L
SELF-EMPLOYEDENTREPRENEUR
IndividualBLUE GRASS, IA
$13,200
Oct 16, 2023
9
GLEESON, JOHN W
KLINGER COMPANIES, LLCCEO
IndividualSIOUX CITY, IA
$11,600
Feb 15, 2023
10
SMITH, DYAN
HOMEMAKERHOMEMAKER
IndividualNAPLES, FL
$10,000
May 13, 2024

Rep. Carter, Earl L. "Buddy" [R-GA-1]

ID: C001103

Top Contributors

10

1
SAVANNAH TOYOTA
OrganizationSAVANNAH, GA
$1,000
Oct 26, 2024
2
SAVANNAH TOYOTA
OrganizationSAVANNAH, GA
$1,000
Sep 26, 2024
3
TYBEE MARKET
OrganizationTYBEE ISLAND, GA
$500
Mar 6, 2024
4
SMITH, BYRON L.
IndividualRICHMOND HILL, GA
$5,000
Nov 5, 2024
5
MUNOZ, DONALD
NUCANACFO
IndividualWESTON, MA
$4,665
May 31, 2024
6
RICKS, DAVID A.
ELI LILLY AND COMPANYCEO
IndividualINDIANAPOLIS, IN
$3,300
Sep 30, 2023
7
SADOWSKI, GARY T.
SADOWSKI COCPA
IndividualSAVANNAH, GA
$3,300
Aug 25, 2023
8
STEERE, WILLIAM C. JR.
NONERETIRED
IndividualBONITA SPRINGS, FL
$3,300
Aug 3, 2023
9
HENNESSY, MARK W.
HENNESSY AUTOMOBILE COMPANIESPRESIDENT
IndividualATLANTA, GA
$3,300
Nov 4, 2024
10
KIMBELL, JEFFREY
SELF-EMPLOYEDHEALTH CARE CONSULTANT
IndividualPARK CITY, UT
$3,300
Oct 30, 2024

Donor Network - Rep. Latta, Robert E. [R-OH-5]

PACs
Organizations
Individuals
Politicians

Hub layout: Politicians in center, donors arranged by type in rings around them.

Loading...

Showing 66 nodes and 42 connections (58 secondary connections hidden)

Total contributions: $127,250

Top Donors - Rep. Latta, Robert E. [R-OH-5]

Showing top 22 donors by contribution amount

5 Orgs17 Individuals

Industry Impact

Which industries are materially affected by specific provisions in this bill. 7 helped.

  • +Automotive (Legacy)confidence 0.90

    The bill amends title 49 to establish safety standards and testing protocols for automated driving systems (ADS) and ADS-equipped vehicles, which supports the automotive industry by providing regulatory clarity and enabling deployment of advanced vehicle technologies.

  • The bill facilitates testing and deployment of ADS-equipped vehicles, which are often electric or hybrid, thereby supporting the EV industry by enabling innovation and commercial use of autonomous electric vehicles.

  • +Cybersecurityconfidence 0.85

    Sec. 30130(b)(4)(H) requires a cybersecurity plan for ADS-equipped vehicles, including policies, risk mitigation, and incident response, directly benefiting cybersecurity firms that provide automotive security solutions.

  • +Telecommunicationsconfidence 0.80

    The bill includes provisions for connected vehicle security and data sharing (Sec. 6), which relies on telecommunications infrastructure for vehicle-to-everything (V2X) communication, benefiting telecom companies involved in connected vehicle technologies.

  • ADS-equipped vehicles require advanced sensors, computing hardware, and semiconductors; the bill's safety standards and testing requirements create demand for these components, benefiting semiconductor and hardware manufacturers.

  • Automated driving systems rely on AI for perception, planning, and control; the bill's focus on ADS safety and performance supports AI development and cloud infrastructure used for training and validating autonomous systems.

+ 1 more industry not shown.

Who funds the sponsor on these industries

For each industry this bill affects, here's what the sponsor (Rep. Latta, Robert E. [R-OH-5])received from donors associated with that industry during the 2022–present cycles. Donations are not proof of intent — they are a record of who funds the people writing the law.

Industries this bill HELPS

  • from 4 contributions
    • ERGEN, CANDY MRS.$6,600
    • ERGEN, CHARLES MR.$6,600

Project 2025 Policy Matches

This bill shows semantic similarity to the following sections of the Project 2025 policy document.

Introduction

Moderate65.7%
Pages: 658-660

— 625 — Department of Transportation security, and privacy without hampering innovation. DOT can oversee the testing and deployment of a wide variety of new technologies, allowing communities and individuals to choose what best fits their needs. It is the role of the private sector, not the government, to pick winners and losers in technology development. If a technology underperforms, the private sector should be liable, not the government. The department should ensure a tech-neutral approach to addressing any emerging transportation technology while keeping safety as the number one priority. As part of this, it should work to facilitate the safe and full integration of automated vehicles into the national transportation system. Over time, these advanced technologies can save lives, transform personal mobility, and provide additional transportation opportunities—including for people with disabili- ties, aging populations, and communities where car ownership is expensive or impractical. NHTSA’s and FMCSA’s current regulations were written before the advent of automated vehicles and driving systems. Both operating administrations have issued Advance Notices of Proposed Rulemakings (ANPRMs) that begin the pro- cess of updating their regulations to reflect this new technology. However, these regulations have stalled under the Biden Administration, which has chosen to use the department’s tools to get people to take transit and drive electric vehicles instead of helping people to choose the transportation options that suit them best. l NHTSA should work to remove regulatory barriers by focusing on updating vehicle standards as well as publishing performance-based rules for the operations of automated vehicles (AVs). l FMCSA should work to clarify the regulations to align with DOT’s AV 3.0 guidance, which would allow the drivers to be safely removed from the operations of a commercial motor vehicle. From a nonregulatory point of view, DOT has pivoted from a successful focus on the voluntary sharing of data to improve safety outcomes to adoption of a more compulsory and antagonistic approach to mandating data collection and publica- tion through a Standing General Order related to automated vehicles. This needs to be reversed. Many of these new and innovative technologies rely on wireless communica- tions that depend on the availability and purchase of radio frequency spectrum, a trend that is consistent with what we see in connectivity in our everyday lives. There is a role for DOT in ensuring that in the fight over spectrum, transportation gets its fair share. For technologies to work in transportation, and in particular to work for transportation safety, they have to meet the unique needs of a transportation — 626 — Mandate for Leadership: The Conservative Promise environment. They need to account for rapidly moving and out-of-line-of-sight vehicles as well as pedestrians, bicyclists, and other road users. They should account for the potential for radio interference, and they should address security. This is why in 1999, in response to a request from Congress, the Federal Com- munications Commission allocated the 5.9 GHz band of spectrum to traffic safety and intelligent transportation systems (ITS). In 2020, the FCC took away 45 MHz of the 75 MHz it had added, leaving only 30 MHz for transportation safety and ITS. DOT needs to represent the transportation community and make the case for needed spectrum to the public and Congress. CORPORATE AVERAGE FUEL ECONOMY (CAFE) STANDARDS One reason for the high numbers of injuries on American roadways is that national fuel economy standards raise the price of cars, disincentivizing people from purchasing newer, safer vehicles. Congress requires the Secretary of Transportation to set national fuel econ- omy standards for new motor vehicles sold in the United States. This mandate was established in the Energy Policy and Conservation Act of 1975 (EPCA),6 a law passed in the wake of the Arab oil embargo to promote greater energy efficiency and lessen the national security threat of U.S. dependence on foreign oil. The stat- ute directs DOT to prescribe the “maximum feasible” mileage requirements for different categories of internal-combustion engine (ICE) automobiles for each model year. The standards must be achievable using available ICE technologies running on gasoline, diesel fuel, or similar combustible fuels and must not be set so high as to prevent automakers from profitably producing new vehicles at sufficient volume to meet consumer demand. Congress recognized that the ICE-powered automobile has been instrumen- tal to advancing the mobility and prosperity of the American people and that the domestic mass production of new ICE vehicles generates millions of jobs and remains critical to the overall health of the U.S. economy and the strength of the nation’s industrial base. Accordingly, Congress took care to ensure that the mileage requirements issued by DOT would not undermine the vitality of America’s auto industry or interfere with the market economics that drives consumer demand for new vehicles. This rulemaking authority, which has been delegated by the Secretary to the National Highway Traffic Safety Administration, is exclusive to DOT. EPCA expressly preempts states from adopting or enforcing any different requirement “related to fuel economy standards” for new motor vehicles. While the statute instructs DOT to consult with the Department of Energy and the Environmental Protection Agency (EPA) in formulating its standards, no other federal agency, including EPA, has clear authority to set fuel economy requirements in place of NHTSA. The Clean Air Act7 gives EPA general authority to establish emissions

Introduction

Moderate65.7%
Pages: 658-660

— 625 — Department of Transportation security, and privacy without hampering innovation. DOT can oversee the testing and deployment of a wide variety of new technologies, allowing communities and individuals to choose what best fits their needs. It is the role of the private sector, not the government, to pick winners and losers in technology development. If a technology underperforms, the private sector should be liable, not the government. The department should ensure a tech-neutral approach to addressing any emerging transportation technology while keeping safety as the number one priority. As part of this, it should work to facilitate the safe and full integration of automated vehicles into the national transportation system. Over time, these advanced technologies can save lives, transform personal mobility, and provide additional transportation opportunities—including for people with disabili- ties, aging populations, and communities where car ownership is expensive or impractical. NHTSA’s and FMCSA’s current regulations were written before the advent of automated vehicles and driving systems. Both operating administrations have issued Advance Notices of Proposed Rulemakings (ANPRMs) that begin the pro- cess of updating their regulations to reflect this new technology. However, these regulations have stalled under the Biden Administration, which has chosen to use the department’s tools to get people to take transit and drive electric vehicles instead of helping people to choose the transportation options that suit them best. l NHTSA should work to remove regulatory barriers by focusing on updating vehicle standards as well as publishing performance-based rules for the operations of automated vehicles (AVs). l FMCSA should work to clarify the regulations to align with DOT’s AV 3.0 guidance, which would allow the drivers to be safely removed from the operations of a commercial motor vehicle. From a nonregulatory point of view, DOT has pivoted from a successful focus on the voluntary sharing of data to improve safety outcomes to adoption of a more compulsory and antagonistic approach to mandating data collection and publica- tion through a Standing General Order related to automated vehicles. This needs to be reversed. Many of these new and innovative technologies rely on wireless communica- tions that depend on the availability and purchase of radio frequency spectrum, a trend that is consistent with what we see in connectivity in our everyday lives. There is a role for DOT in ensuring that in the fight over spectrum, transportation gets its fair share. For technologies to work in transportation, and in particular to work for transportation safety, they have to meet the unique needs of a transportation

About These Correlations

Policy matches are calculated using semantic similarity between bill summaries and Project 2025 policy text. A score of 60% or higher indicates meaningful thematic overlap. This does not imply direct causation or intent, but highlights areas where legislation aligns with Project 2025 policy objectives.

Full Policy Text

Related Bills