Legislation overview
Member of the Kentucky House of Representatives, Josh Bray, who sponsored the bill, explained that it provides a framework for regulating AVs.
The bill authorizes the Kentucky Transportation Cabinet to oversee the testing, implementation and enforcement of self-driving cars. Vehicle owners must submit a plan to the Transportation Cabinet and Kentucky State Police outlining how an officer can interact with the vehicle and procedures for stopping and removing the vehicle from the road if necessary.
“Kentucky’s law had kind of been silent on whether they’re allowed or not,” Bray said. “So what the bill did was allow the Department of Transportation to regulate the AV industry. The idea behind the bill is, ‘Hey, treat these vehicles like you would treat other driver vehicles.’”
Kentucky is the 25th state to allow AVs on public roads. Bray noted that Kentucky’s strategic location as a national logistics hub with an interstate system makes it a good candidate for rolling out this technology. The state’s AV initiative aligns with federal regulations overseen by the National Transportation Safety Board (NTSB).
Bray anticipates that autonomous long-haul trucks may not be common on Kentucky roads for another 5-10 years, initially being used in specialized situations. For example, automated vehicles are already moving baggage at Cincinnati/Northern Kentucky International Airport but cannot cross state roads due to the lack of legislation.
Bray emphasized the need for substantial infrastructure work before AVs become widespread, suggesting that companies will need to map all streets for the vehicles, monitor their performance and implement geofencing to restrict their operation to specific areas.
Concerns and opposition
Critics of AVs, such as Krystal McLeod, a package car driver and political coordinator for Teamsters Local 651 in Lexington, express safety concerns. McLeod pointed out that mapping systems are not yet complete and that driverless trucks would struggle with tasks like adjusting tandem axles at state lines.
The bill includes provisions for a driver to be present in fully autonomous vehicles over 62,000 lb until July 31, 2026, with the option to extend this requirement if necessary.
McLeod also raised concerns about job losses, noting that transportation is a significant employment sector in Kentucky. The development of AVs could impact jobs, especially with companies like UPS potentially reducing their workforce.
“There is a large percentage of jobs in Kentucky that are transportation jobs, and it is one of the more better-paid jobs,” she said. “Once those jobs start getting taken away, I’m just not sure where these guys are going to go.”
Bray cited an American Trucking Associations (ATA) 2022 report highlighting a driver shortage, which the legislation aims to address. The report projected a shortage of over 160,000 drivers by 2031, necessitating the recruitment of nearly 1.2 million new drivers over the next decade.
He explained, “This forecast is based on driver demographic trends, including gender and age, as well as expected freight growth. As part of this study, ATA estimates that over the next 10 years, the industry will have to recruit nearly 1.2 million new drivers into the industry to replace retiring drivers, drivers that leave voluntarily (e.g. lifestyle) or involuntarily (e.g. driving records or failed drug tests), as well as additional drivers needed for industry growth.”
While AVs for long-haul transportation may become more common within the next decade, Bray is keen to reassure that the roles of delivery drivers and other specialized driving jobs will remain crucial for the foreseeable future.