Key Takeaways
- •Senators and industry witnesses largely agreed on the urgent need for a federal regulatory framework for autonomous vehicles to ensure safety, innovation, and U.S. leadership.
- •Lars Moravy of Tesla stated that autonomous driving is the "next big jump" to reduce the 40,000 annual road deaths, as AVs don't get distracted or tired.
- •Senator Markey (D-MA) pressed Mauricio Peña of Waymo on the use of remote assistance operators located in the Philippines, calling it "unacceptable" due to safety and job concerns.
- •Senator Cruz (R-TX) emphasized innovation and preemption, while Senator Cantwell (D-WA) prioritized strong federal oversight, liability, and addressing NHTSA's under-resourcing.
- •Congress is urged to include a bipartisan AV title in the upcoming surface transportation reauthorization bill to establish clear national standards and secure American leadership.
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Hearing Analysis
Overview
On February 4, 2026, the Senate Committee on Commerce, Science, and Transportation held a hearing titled "Hearings to examine the future of self-driving cars." The session focused on the urgent need for a federal regulatory framework for autonomous vehicles (AVs) as Congress prepares for the upcoming surface transportation reauthorization bill. Chairman Ted Cruz (R-TX) opened the hearing by arguing that the current lack of federal oversight has created a "fragmented patchwork" of state laws that threatens American innovation and safety. He emphasized that AVs could eliminate the human errors—such as distracted and drunk driving—that cause nearly 40,000 roadway deaths annually. Ranking Member Maria Cantwell (D-WA) countered by highlighting the risks of "beta testing" on public roads without sufficient guardrails, citing fatal crashes involving Tesla’s Autopilot system and expressing concern over the depletion of resources at the National Highway Traffic Safety Administration (NHTSA).
Key Testimony
The witness panel provided diverse perspectives on the industry’s progress and regulatory needs. Lars Moravy, Vice President of Vehicle Engineering at Tesla, testified that AVs represent the "next big jump" in vehicle safety. He highlighted Tesla’s commitment to U.S. manufacturing, noting that the company produces its vehicles in Texas and California with over 95% North American parts. Mauricio Peña, Chief Safety Officer at Waymo, shared data from over 200 million autonomous miles, asserting that the Waymo Driver is ten times less likely to be involved in a serious injury crash than a human driver. Jeff Farrah, CEO of the Autonomous Vehicle Industry Association (AVIA), framed the issue as a geopolitical race, warning that without a federal framework, China would set the global technical standards for AVs. Conversely, Bryant Walker Smith, an Associate Professor at the University of South Carolina, urged "humility" from the industry, arguing that safety is a "marriage, not a wedding" and requires lifelong oversight rather than a one-time checklist.
Policy Proposals
Specific policy proposals centered on modernizing the Federal Motor Vehicle Safety Standards (FMVSS), which were written decades before modern computing. Industry witnesses advocated for a "safety case" approach, where companies provide documented evidence of safety rather than just meeting static checklists. Jeff Farrah proposed three specific legislative actions: requiring the Department of Transportation (DOT) to initiate rulemakings on driving competencies, establishing a national AV safety data repository at NHTSA, and modernizing standards for vehicle controls to allow for innovative designs that improve accessibility.
Overview
The hearing featured several sharp exchanges regarding safety and international competition. Sen. Edward J. Markey (D-MA) criticized Waymo for employing remote assistance operators in the Philippines, calling the use of "transatlantic backseat drivers" a safety and cybersecurity risk. Mauricio Peña defended the practice, clarifying that these agents provide guidance rather than remote driving. Sen. Bernie Moreno (OH-R) questioned Waymo’s partnership with Geely, a Chinese automaker, arguing that importing Chinese vehicle platforms undermined the goal of American leadership. Peña responded that Waymo installs its own U.S.-designed "smarts" onto these platforms and that a stable vehicle supply is necessary for scaling.
Partisan Dynamics
Partisan dynamics were evident in the discussion of liability and labor. Sen. Cantwell and Sen. Markey expressed strong opposition to binding arbitration clauses in consumer contracts, which they argued shield AV companies from accountability. Sen. Gary C. Peters (D-MI) emphasized the need to protect union manufacturing jobs, while Sen. Cruz criticized "junk mandates" and de facto gas-car bans. Sen. Ben Ray Luján (D-NM) challenged Tesla’s decision to remove radar and lidar sensors in favor of a vision-only system, questioning the lack of hardware redundancy. He also called on Tesla to prevent the use of "defeat devices"—weights sold on third-party sites like Amazon—that allow drivers to bypass hands-on-wheel requirements.
Industry Impact
Accessibility for the disabled was a major point of contention. Sen. Tammy Duckworth (D-IL) criticized both Tesla and Waymo for failing to provide wheelchair-accessible vehicles (WAVs) directly from the factory. She noted that wheelchair users often pay double for aftermarket modifications and expressed skepticism that the industry was prioritizing universal design. Mr. Moravy cited existing NHTSA regulations as a barrier to factory-built WAVs, while Mr. Peña acknowledged that Waymo’s current wheelchair-accessible service still requires human assistance.
The impact of AV deployment on the insurance and labor sectors was also discussed. Chairman Cruz noted that some insurers, like Lemonade, are already offering lower premiums for vehicles using automated systems, reflecting a data-driven confidence in the technology. However, Ranking Member Cantwell noted that groups like the Teamsters remain anxious about the impact of automated trucking on jobs and highway safety.
Overview
The hearing concluded with a general consensus that the status quo of 40,000 annual deaths is unacceptable, but significant disagreement remains on how to balance federal preemption with state and local authority. Chairman Cruz and industry witnesses urged the committee to include an AV title in the surface transportation reauthorization bill to ensure the U.S. does not cede leadership to China. Sen. Cantwell indicated a willingness to work on a bipartisan approach but insisted on a "gold standard" of safety oversight and adequate funding for NHTSA to manage the transition.
Transcript
Good morning. The Senate Committee on Commerce, Science, and Transportation will come to order. America is at a crossroads in transportation policy. Autonomous vehicles, or AVs for short, are no longer theoretical. Like it or not, they are here and they will be central to the future of roadways. AVs are now providing mobility to the disabled, improving auto safety, and advancing technologies that have the potential to save millions of wasted hours in traffic and even more importantly, to save tens of thousands of American lives. Yet Congress has failed to establish a clear federal framework to govern AV deployment. That inaction is no longer neutral. It is unsafe. Without federal oversight, we risk a fragmented patchwork of state laws that could undermine safety, innovation, and American competitiveness. As we consider a surface transportation reauthorization bill, it is imperative that Congress act now to create a national standard for AVs. Even as some states seemingly wish to put up metaphorical roadblocks to AVs, other states are smartly getting into the fast lane. My home state of Texas understands that clear rules enable growth, investment, and safety. In Texas, AVs are moving freight on some highways and operating as taxis in cities like Austin. But AVs can't just stop at Texas's border. We should be clear about the resistance to federal action. Some insurance interests and advocacy groups argue against national standards, often under the banner of safety, while opposing reforms that would modernize our system. The vast majority of automobile accidents and crashes are from human error. But lower accident rates challenge business models built on high premiums driven by preventable collisions. The reality is this: the overwhelming causes of roadway fatalities today are drunk driving and distracted driving. Autonomous technologies never drive drunk. Autonomous technologies, they don't text while driving. They don't change the radio station. They don't drop their sunglasses and look for them while driving down the freeway. Expanding AV deployment offers real, measurable opportunities to reduce these deadly behaviors and to improve safety on our highways. If we want to save lives and avoid tragedy for almost 40,000 families each year, we don't need lawmakers saddling automakers with expensive junk mandates that make little to no real difference. Instead, we should follow the data, follow the evidence, which increasingly shows advanced AVs reduce crashes and prevent serious injury. We need a consistent federal framework to ensure uniform safety standards, liability clarity, and consumer confidence. Uncertainty benefits no one: not drivers, not manufacturers, and not state and local officials responsible for public safety. Some, but not all, insurers are responding to the data. Companies like Lemonade have lower premiums for vehicles using full self-driving mode, reflecting growing confidence and growing evidence that these systems reduce risk. The numbers confirm what many already see: technology designed to reduce human error makes roads safer. Let's also acknowledge that the technological progress from AVs won't endanger jobs; it will ultimately create them. AVs require American engineers, software developers, safety technicians, mechanics, manufacturing workers, and infrastructure specialists. AV deployment can support new, high-skilled jobs built in the United States by American workers. Moreover, AVs can make people more productive and traffic more bearable. If Congress fails to act, we're not going to stop innovation. We'll simply push it elsewhere. China is moving aggressively to deploy autonomous transportation at scale. The technologies at stake were developed in the United States, they can be built by American workers, and they should be governed by American safety standards. A patchwork approach puts that leadership at risk. Finally, let me be clear about one other thing. The American consumer will decide what they choose to drive. No one is and no one should be mandating AVs. This isn't like Biden's de facto mandate killing the gas-powered car. But government inaction should not deny consumers access to be able to choose safer options. A federal framework for autonomous vehicles is not about picking winners. It's about setting clear rules, improving safety, creating American jobs, and ensuring that states like Texas can continue to lead. Surface reauthorization is the moment for Congress to act. I'll now turn to Ranking Member Cantwell for her remarks.
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