Articles by Stephen Barlas

The autonomous vehicle bill the Senate Commerce Committee passed on October 4 differs somewhat from the bill the House passed in July, but not in any highly significant way.
Though the House passed the Self-Drive Act by a voice vote, reflecting Democratic and Republican unanimity on the importance of autonomous vehicles (AVs), no one should think that AV legislation is a done deal.
The big issue for the aftermarket, the one raised by the Motor and Equipment Manufacturers Association (MEMA), is whether suppliers can also test AV components the same way auto manufacturers can test vehicles. And the House bill establishes that authority.
Republicans in the House started the ball rolling on autonomous vehicle (AV) legislation by publishing 14 separate staff drafts of bills that cover such things as federal pre-emption of state law and increasing the number of AVs that a company can test.
There was no federal funding attached to the automated vehicle proving grounds program when it was announced during the Obama administration, and there is none in the Trump administration budget for fiscal 2018.
Aftermarket V2V devices will play a big role in determining how quickly autonomous vehicles become successful. But just how big a role will be determined by how the intricacies of the proposed National Highway Traffic Safety Administration (NHTSA) standard work out.
Tier one auto parts suppliers are pushing Congress to allow them to test automated vehicles (AVs) like OEMs are allowed to do. The OEMs can apply to the Department of Transportation to test AVs under an exemption approved as part of the FAST Act.
There has been a torrent of criticism directed at the National Highway Traffic Safety Administration’s (NHTSA’s) draft of distracted driving guidelines for the aftermarket.