Bryant Walker Smith is an assistant professor in the School of Law and (by courtesy) in the School of Engineering at the University of South Carolina. He is also an affiliate scholar at the Center for Internet and Society at Stanford Law School, an adjunct clinical professor at the University of Michigan Law School, a member of the US Department of Transportation's Advisory Committee on Automation in Transportation, the chair of the Emerging Technology Law Committee of the Transportation Research Board of the National Academies, the reporter to the Uniform Law Commission's Study Committee on State Regulation of Driverless Cars, the chair of the Planning Task Force for the On-Road Automated Vehicle Standards Committee of the Society of Automotive and Aerospace Engineers, a faculty affiliate of the Rule of Law Collaborative, and a member of the New York Bar.
Bryant's research focuses on risk (particularly tort law and product liability), technology (automation and connectivity), and mobility (safety and regulation). As an internationally recognized expert on the law of self-driving vehicles, Bryant taught the first-ever course on this topic and is regularly consulted by government, industry, and media. His publications are available at newlypossible.org.
Before joining the University of South Carolina, Bryant led the legal aspects of automated driving program at Stanford University, clerked for the Hon. Evan J. Wallach at the United States Court of International Trade, and worked as a fellow at the European Bank for Reconstruction and Development. He holds both an LL.M. in International Legal Studies and a J.D. (cum laude) from New York University School of Law and a B.S. in civil engineering from the University of Wisconsin. Prior to his legal career, Bryant worked as a transportation engineer.
My recently completed article presents steps that governments can take now to encourage the development, deployment, and use of automated road vehicles. After providing technical and legal context, it describes key administrative, legal, and community strategies. It concludes by urging policymakers to facilitate automated driving in part by expecting more from today’s drivers and vehicles.
At the outset, it's not clear to me what Silicon Valley is and isn't — or why that matters. Companies like Google are often contrasted with companies like General Motors, and yet, according to an automotive industry group, automakers spend over $100 billion every year on research and development worldwide. R&D is a form of tech innovation. Energy companies, pharmaceutical firms and financial institutions are also technological powerhouses. Innovation is central to telecommunications, defense and health care.
With the recent announcement, the US Department of Transportation is enthusiastically embracing automated driving. It’s saying that self-driving vehicles are coming in some form (or many forms) and that the agency can play a role not only in supervising but also in assisting this transportation transformation. The DOT is recognizing the wide range of relevant technologies, applications, and business models and is striving to address them more quickly and flexibly through its wide range of prospective and retrospective regulatory tools.
So you've decided that your state should have self-driving cars. How, then, do you catch the attention of the Googles, Volvos and Navyas of the world that are developing and even deploying these vehicles?
This report examines various emerging regulatory issues surrounding the deployment of automated and autonomous vehicles. This work was based on the expert opinion of the authors and serves as a think piece regarding the nature, timing and scope of regulatory action regarding automated and, ultimately, selfdriving vehicles.
Also available for download at: http://www.internationaltransportforum.org/pub/pdf/15CPB_AutonomousDrivi...
"Bryant Walker Smith, assistant professor of law at the University of South Carolina, said the law is intended to regulate the development of a car that will at one point not need active monitoring, which is what Uber is doing.
“My view of the law that was passed is that it was intended to apply to this kind of vehicle,” Smith said.
"Launching in cities before receiving regulatory approval has been characteristic of Uber's ride-hailing service, said Bryant Walker Smith, a University of South Carolina law professor who specializes in self-driving vehicles. In Portland Ore., Uber began operating before the city had amended its taxi regulations to include ride-hailing apps. After pushback from local government, Uber temporarily halted its service, but eventually got approval from local government and had less restrictive regulations than taxi services.
"Uber has a strong legal argument, even if it doesn’t give a damn about the spirit of the law, says Bryant Walker Smith, an expert on autonomous vehicles at the University of South Carolina School of Law. And its standard approach of charging into new territory without concerning itself with local laws and counting on its popularity to carry it through, has worked out well so far, even if it draws fire from critics."
"The next step for Uber and state regulators likely will be court, said Bryant Walker Smith, a law professor at the University of South Carolina and scholar with Stanford Law School who specializes in autonomous driving.
“If Uber’s not backing down at all, the most likely step that the DMV would take would be to go to court and ask the judge for an injunction ordering Uber to stop,” he said."
"Uber might have a plausible legal argument, based on the text of the legislation, said Bryant Walker Smith, a law professor at the University of South Carolina and a specialist in autonomous vehicle law. But the intent of the law, he said, is “in large part about building trust, and Uber is not building any trust in its systems or practices by doing this.”
Attendees will hear leading speakers, participate in interactive breakout sessions, and network with key innovators in this exciting field. Don't miss what's in store for the Automated Vehicles Symposium 2016.
Affiliate Scholars Bryant Walker Smith and Patrick Lin are confirmed speakers.
For more information, visit the conference website.
The University of Washington School of Law is delighted to announce a public workshop on the law and policy of artificial intelligence, co-hosted by the White House and UW’s Tech Policy Lab. The event places leading artificial intelligence experts from academia and industry in conversation with government officials interested in developing a wise and effective policy framework for this increasingly important technology. The event is free and open to the public but requires registration. -
The Federal Trade Commission held a one-day public workshop on January 19, 2016, 9 am - 5:30 pm, to explore competition and related issues in the context of state regulation of motor vehicle distribution, and to promote more informed analysis of how these regulations affect businesses and consumers.
For more information visit: http://www.umtri.umich.edu/what-were-doing/events/toyota-speaker-series-...
The University of Michigan Transportation Research Institute and Toyota invite you to attend "Leadership in Transportation: New Perspectives on Safe and Sustainable Transportation," a series of informative and engaging conversations with leaders in transportation.
The ABA Annual Conference may not have been a lot of fun for, say, an institution on the cusp of a DOE smackdown, but as a member of the press — marked with a bright yellow badge in case (and the “yellow journalism” epithet did not go unnoticed) — it’s a pretty good time. With my friends from the LegalTalk Network, producers of Thinking Like A Lawyer, I had the opportunity to chat with experts as they finished their panel discussions.
The University of Washington School of Law is delighted to announce a public workshop on the law and policy of artificial intelligence, co-hosted by the White House and UW’s Tech Policy Lab. The event places leading artificial intelligence experts from academia and industry in conversation with government officials interested in developing a wise and effective policy framework for this increasingly important technology.
This week, General Motors announced that it would pour $500 million into the ride-sharing service Lyft, with an aim of eventually producing a fleet of self-driving cars. And the Consumer Electronics Show in Las Vegas was filled with autonomous vehicle tech tidbits from companies such as Toyota and Nvidia. But what might a future in which all cars can drive themselves do to our cities, towns, and society? Industry observers say that while it’s clear that there will be robotic cars, it’s much less clear how people will choose to use them.
Hear about the current state of the driverless vehicle industry from experts including IEEE Member Jeffrey Miller, IEEE Fellow Wei-Bin Zhang, Bernard Soriano, and Bryant Walker Smith. In addition to present-day commentary, the panelists explored the future of the industry as it relates to technology, policy and ethics. The roundtable discussion, which was broadcast live on August 28, was moderated by Justin Pritchard of the Associated Press.
In the second episode of Futuropolis, the podcast that explores what everyday life will be like in the future, we’re tackling your daily commute. Sitting in traffic doesn’t have to be stressful and frustrating. In the future, you may be able to lean back and relax while your car watches the road for you.