A hallmark of the twenty-first century artificial intelligence renaissance is the autonomous vehicle (AV), an automotive advancement that has pushed scientific frontiers and is poised to transform the transport industry. Though still in their infancy, it is conceivable that AVs will set the wheels in motion for a mobility revolution and will pave the road to increased productivity, efficiency and safety. However, there are significant liability risks and uncertainties associated with AVs, particularly in relation to collision liability, the Queensland Road Rules, and use of data created by AVs. To ameliorate uncertainty, Queensland should implement a no-fault insurance system and amend the law to resolve AV data ownership issues and clarify liability under the Road Rules.
AUTONOMOUS VEHICLES
A The
Technology of AVs
AVs
are an example of weak artificial intelligence[1]
characterised by autonomy, reactivity, goal-centeredness and temporal continuousness.[2]
An AV’s computer processes input via cameras, GPS, radar and lidar in order to
understand the AV’s surrounding environment and make driving decisions.[3]
This is achieved through machine-learning algorithms including deep neural
networks, convolution neural networks, regression, pattern recognition,
clustering and decision matrix algorithms.[4]
Generally, vehicles are classified under one of five levels of automation ranging
from no automation or conditional automation to full automation.[5]
Buses, trucks, emergency vehicles and planes are all potential types of AVs,[6]
but self-driving cars provide the greatest scope for discussion.
B Benefits
of AVs
AVs
are significantly less susceptible to everyday human driving errors[7]
and may therefore reduce road fatalities, injuries and lawsuits associated with
negligent driving.[8] Furthermore,
AVs offer the potential to alleviate traffic congestion[9]
and maximise fuel efficiency.[10]
For example, one study found that self-driving cars could improve highway
capacity by up to 273%.[11]
AVs may also provide social and economic benefits: 70% of Australians support
self-driving cars,[12]
and it is predicted that AVs will save the US economy $1.3 trillion per year through
productivity gains and accident avoidance savings.[13]
C Why
Consider AV Liability Risks?
It
is imperative that vehicle users, manufacturers and other interested parties
are acutely aware of the liability risks associated with AVs. These risks are
starkly illustrated by some recent collision incidents. On 7 December 2017, a
General Motors self-driving car collided with a motorcyclist who was attempting
to overtake it, resulting in a lawsuit.[14]
In March 2018, an Uber self-driving car in autonomous mode killed a woman
crossing a dark road in Arizona.[15]
These incidents raise significant questions regarding the imposition of
criminal liability upon AV users and manufacturers[16]
and the appropriate negligence and product defect standards that should apply.[17]
In
addition, the Australian Competition and Consumer Commission has been steadfast
in its commitment to the enforcement of product safety and consumer guarantees
in the automotive industry.[18]
The Product Safety website has recorded over 3900 transport product safety
recalls in its history, and there has
been a consistent year-by-year increase in recalls of this type over the past
decade.[19]
Recently, the automotive industry has also faced scrutiny in the wake of a mandatory
Takata airbag recall.[20]
Accordingly, retailers and manufacturers of AVs may face substantial risks of
prosecution if they do not comply with mandatory product safety standards or
consumer guarantees.
COLLISION LIABILITY
A Attribution
of Liability
A
key issue to determine in evaluating collision liability risks is who will be held
predominantly responsible for an accident. This warrants a consideration of
competing policy arguments in relation to the attribution of liability to relevant
parties.[21]
1
AVs as Legal Agents
Many
academics have postulated that AVs can be considered genuine legal agents and
can therefore be held legally responsible for their own actions.[22]
This contention is grounded in utilitarian concerns and is predicated upon the notion
that no metaphysical barriers restrict the attribution of agency to autonomous
machines.[23] However,
the law does not currently afford legal agency to AVs and to impose liability
would ‘venture into new ground.’[24]
Moreover, it may be difficult conceptually to regard AVs as legal agents,[25]
and full legal autonomy arguably requires moral choice.[26]
Therefore, it is improbable that AVs will be held liable as legal entities in
their own right in the foreseeable future.
2
Manufacturers and Users
More
feasibly, attribution of liability issues will turn upon the tension between
holding manufacturers responsible for crashes and imposing strict or
fault-based liability upon AV users. On the one hand, it could be argued that
car manufacturers should be held mainly responsible for any crash caused by an
autonomous vehicle that they designed.[27]
This would ensure that manufacturers do not economise on safety and is consistent
with two overarching goals of ‘liability law’, namely minimalising accidents
and compensating victims.[28]
In a press release, vehicle manufacturer Volvo supported this position, stating
that it would accept full liability for its cars when they are in autonomous
mode.[29]
However,
on the other hand, many academics posit that imposing an excessive liability
burden on manufacturers may stifle innovation and technological advancement.[30]
On this basis, it is contended that AV users should observe a duty to pay
attention,[31]
returning liability to the driver where they had the ability to intervene to prevent
the accident.[32] Some
academics even suggest that AV users should be strictly liable because they
assumed the risk of using an AV.[33]
If taken too far, however, imposing liability upon users of AVs would be equally
problematic. Morally, it may be a form of defamation to blame a person for
their inattention if they had no real chance to intervene.[34]
Further, manufacturers should not be disincentivised from making marginal
safety improvements to AVs to avoid liability.[35]
The law will therefore need to strike a balance in attributing responsibility. This
balance will likely be achieved by apportioning liability based on ‘whether a
human driver or the AV system was mainly operating the vehicle at the time of
loss.’[36]
B Liability
Risks
In
the event of a collision, aggrieved parties may seek redress under the common
law and Australian Consumer Law (ACL),
thus exposing AV manufacturers, owners and occupants to significant liability
risks.
1
Negligence Claim against Occupant or Owner
By
virtue of the Motor Accident Insurance
Act 1994 (Qld), Queensland
operates a common law fault-based compulsory third party (CTP) insurance scheme.
Under this scheme, an injured third party can claim for damages if they can
establish negligence against an owner or driver of a motor vehicle. Liability
risks may therefore arise for CTP Insurers of AV owners and occupants, subject
to any full or partial contributions from parties such as the vehicle
manufacturer.[37]
One
possible cause of action is a negligence claim against the CTP Insurer of an AV
occupant who is found in breach of a duty to pay attention.[38]
For only partially automated AVs, one would reasonably anticipate that legal
responsibility would reside with a person sitting in the driver’s seat who is able
to resume control or is prompted to do so. However, it is likely that liability
risks resulting from human inattention will devolve to manufacturers as
technology shifts towards full AV autonomy.[39]
If
an injury arose out of negligent AV maintenance, a claim may also be available
against the vehicle owner or CTP Insurer.[40]
This would be based on “a failure to service, maintain or upgrade the vehicle
or its software in line with manufacturer instructions.”[41]
2
Claims against Manufacturers and
Suppliers
Researchers
have surmised that widespread usage of AVs will lead to increased manufacturer
and retailer liability.[42]
This is a strong possibility as plaintiffs in AV collisions could pursue a negligence
claim, or seek an ACL remedy for defective products,[43]
breach of consumer guarantees[44]
or misleading or deceptive conduct.[45]
In
relation to negligence, a manufacturer owes a duty to take reasonable care to
avoid injury being suffered by AV users and reasonably foreseeable bystanders,[46]
including road users and passengers.[47]
To determine whether a manufacturer has exercised reasonable care, the Court
will consider the state of technical and scientific knowledge available at the
time of manufacture or distribution.[48]
Similarly,
the ACL confers statutory rights of action on persons who suffer injury or loss
caused by a manufacturer’s defective goods.[49]
In defining ‘defect,’ the ACL adopts an objective test[50]
based on consumer expectations.[51]
As with negligence at common law, the safety defect provisions afford an
exception based on the ‘state of scientific or technical knowledge’ at the time
of supply of the goods.[52]
3
Uncertainty
Perhaps
the greatest legal risk to potential legal actors is that collision liability is
markedly uncertain, due to the amorphous legal tests embedded in the law and the
complexities associated with attributing liability. Most problematically, standards
at common law and under the ACL are unsuited to an AV context.[53]
The ACL consumer expectation test has been criticised as being inapplicable to
complex products that are not very familiar to consumers.[54]
Similarly, application of the ‘state of scientific or technical knowledge’ test
to AVs is riddled with uncertainty in a field experiencing rapid technological
progress. Professor Bryant Smith notes that thinking about product defects ‘in
terms of the decisions that [a vehicle] makes’ is anomalous.[55]
Furthermore, there is uncertainty about whether to compare the driving standard
of the AV to that of a human driver or another AV.[56]
This uncertainty in the law might be compounded by complexities in attributing
liability where there are joint liability or contributory negligence issues,[57]
such as where a vehicle manufacturer claims against designers of AV software.[58]
OTHER RISKS
A Privacy
There
is a strong impetus for insurers and manufacturers to consider potential privacy
issues pertaining to AVs, due to possible risks of hacking, vehicle
modification and unauthorised use of and access to data.[59]
Most relevantly, the Privacy Act provides that where a manufacturer or insurer
collects personal information about an individual for a particular purpose,
they will be prohibited from using or disclosing that information for a
secondary purpose.[60]
This principle is subject to exceptions such as consent.[61]
Relevant personal information for the purposes of the Privacy Act could include
driver information, location data, or systems operation data.[62]
The
use of event recordings data created by AVs is a key issue for manufacturers
and insurers, as it could serve to clarify liability issues or improve an AV
model’s future performance.[63]
To diminish the risk of breaching the Privacy Act, manufacturers and insurers could
obtain broad consents for use of an AV owner’s data,[64]
and should limit use of information for a secondary purpose where possible.[65]
B Road
Rules[66]
A
final issue to consider is the uncertain liability risks for AV occupants under
Queensland’s Road Rules.[67]
Under the Road Rules, ‘a driver must not drive a vehicle unless the driver has proper
control of the vehicle.’[68]
It is also an offence for a person to drive without due care and attention.[69]
‘Driving’
has been defined in the case law as ‘causing a vehicle to move … down a road,
and controlling the handlebars and brakes.’[70]
The courts have held that pushing a vehicle with one hand on the steering wheel
is not considered to be driving.[71]
This presumably means the more passive act of occupying an AV would be
insufficient, however further clarification is needed. Additionally, guidance
is required as to how definitions such as ‘proper control’ and ‘vehicle’ will
be applied in the context of AVs. In most States and Territories, police
interpret ‘proper control’ to mean ‘having one hand on the steering wheel,’[72]
but it is questionable how the term will be applied to AV usage.
SUGGESTED RECOMMENDATIONS
It
is recommended that Queensland adopt a no-fault insurance system, in order to alleviate
uncertainties and complexities associated with collision incidents, such as attribution
of liability issues.[73]
This reform would also safeguard individual drivers, stimulate marketplace
innovation and facilitate quicker provision of compensation to victims.[74]
Another recommendation is to clarify AV data ownership and the rights of manufacturers,
insurers and law enforcement to access event-recording data.[75]
Finally, traffic liability should be clarified for AV operators, and terms such
as ‘proper control’ and ‘driving’ in the Queensland Road Rules should be
amended to provide greater certainty in the AV context.[76]
[1] Selmer Bringsjord and Bettina Schimankski, ‘What is
Artificial Intelligence? Psychometric AI as an Answer’ (2003) 18 Eighteenth International Joint Conference on
Artificial Intelligence 887, 892; Michael Negnevitsky, Artificial Intelligence: A Guide to Intelligent Systems (Pearson
Education Limited, 2nd ed, 2005) 18.
[2] Bartosz Brożek, Jaap Hage and Bipin Indurkhya, ‘Introduction
to the special issue on machine law’ (2017) 25(3) Artificial Intelligence and Law 251, 252.
[3] Tom Standage, ‘How Does a
Self-driving Car Work’, The Economist (online), 12 May 2015 <https://www.economist.com/blogs/economist-explains/2013/04/economist-explains-how-self-driving-car-works-driverless>
visited 27 March 2018; Bill Robertson, ‘How Do Self-Driving Cars Work?’ (2017)
54(9) Science and Children 72, 73.
[4] Ashish Sukhadeve, How
Machine Learning Will Drive Autonomous Vehicles (26 May 2017) Datafloq <https://datafloq.com/read/machine-learning-drive-autonomous-vehicles/3152>
visited 27 March 2018.
[5] Owen Hayford et al, Driving
into the Future: regulating driverless vehicles in Australia (19 September
2016) Clayton Utz <https://www.claytonutz.com/articledocuments/178/Clayton-Utz-Driving-into-the-future-regulating-driverless-vehicles-2016.pdf.aspx?Embed=Y>
7 visited 25 March 2018.
[6] Lisa Collingwood, ‘Privacy Implications and Liability Issues
of Autonomous Vehicles’ (2017) 26(1) Information
and Communications Technology Law 32, 32.
[7] Umar Zakir Abdul Hamid et al, ‘Current Collision Mitigation
Technologies for Advanced Driver Assistance Systems’ (2016) 6(2) Perintis eJournal 78, 78.
[8] Ravi Shanker et al, ‘Autonomous Cars: Self-Driving the New
Auto Industry Paradigm’(Blue Paper,
Morgan Stanley, 6 November 2013) <https://orfe.princeton.edu/~alaink/SmartDrivingCars/PDFs/Nov2013MORGAN-STANLEY-BLUE-PAPER-AUTONOMOUS-CARS%EF%BC%9A-SELF-DRIVING-THE-NEW-AUTO-INDUSTRY-PARADIGM.pdf>
visited 22 March 2018; see also: Hamid et al, above n 7, 78.
[9] David K Gibson, ‘Can we banish
the phantom traffic jam?’, BBC (online), 28 April 2016 <http://www.bbc.com/autos/story/20160428-how-ai-will-solve-traffic-part-one>
visited 27 March 2018; Shanker et al, above n 8.
[10] John Miller, Self-Driving
Car Technology’s Benefits, Potential Risks and Solutions (20 August 2014)
The Energy Collective <http://www.theenergycollective.com/jemiller_ep/464721/self-driving-car-technology-s-benefits-potential-risks-and-solutions>
visited 22 March 2018.
[11] Patcharinee Tientrakool, Ya-Chi Ho and Nicholas Maxemchuk,
‘Highway Capacity Benefits from Using Vehicle-to-Vehicle Communication and
Sensors for Collision Avoidance’ (Paper presented at Vehicular Technology
Conference, San Francisco, 5 September 2011).
[12] Australian Driverless Vehicle Initiative, Submission to
House of Representatives Standing Committee on Industry, Innovation, Science
and Resources, Parliament of Australia, Inquiry
into Social Issues relating to land-based driverless vehicles in Australia,
February 2017, 9.
[13] Shanker et al, above n 8.
[14] Jon Fingas, ‘GM faces lawsuit over self-driving car
collision’, Engadget (online), 28 January 2018 <https://www.engadget.com/2018/01/28/gm-faces-lawsuit-over-self-driving-car-collision/>
visited 22 March 2018.
[15] Greg Miskelly, ‘Uber suspends self-driving car tests after
vehicle hits and kills woman crossing the street in Arizona’, ABC News
(online), 20 March 2018 <http://www.abc.net.au/news/2018-03-20/uber-suspends-self-driving-car-tests-after-fatal-crash/9565586>
visited 22 March 2018; see also: Sam Levin, ‘Video released of Uber
self-driving crash that killed woman in Arizona’, The Guardian (online), 22
March 2018 <https://www.theguardian.com/technology/2018/mar/22/video-released-of-uber-self-driving-crash-that-killed-woman-in-arizona>
visited 22 March 2018.
[16] Carolyn Said, ‘Exclusive: Tempe police chief says early
probe shows no fault by Uber’, San Francisco Chronicle (online), 19 March 2018
<https://www.sfchronicle.com/business/article/Exclusive-Tempe-police-chief-says-early-probe-12765481.php>
visited 22 March 2018.
[17] Ethan Baron, ‘Blame Game: Self-Driving Car Crash highlights
tricky legal question’, The Mercury News (online), January 23 2018 <https://www.mercurynews.com/2018/01/23/motorcyclist-hit-by-self-driving-car-in-s-f-sues-general-motors/>
visited 22 March 2018.
[18] See, eg, Australian Competition and Consumer Commission, New Car Retailing Industry – a market study
by the ACCC (14 December 2017) Australian Competition and Consumer
Commission <https://www.accc.gov.au/system/files/New%20car%20retailing%20industry%20final%20report_0.pdf>
visited 26 March 2018; see also: Australian Competition and Consumer
Commission, Compliance and Enforcement
Policy (20 February 2018) Australian Competition and Consumer Commission
<https://www.accc.gov.au/system/files/D18-20423%20Enf%20-%20Admin%20Other%20-%20CLEAN%20VERSION%20final%20draft%20Combined%20Complia…%20%5Bfinal.%5D.pdf>
visited 26 March 2018.
[19] Product Safety Australia, Browse all Transport Recalls (20 March 2018) Product Safety
Australia <https://www.productsafety.gov.au/recalls/browse-all-recalls?f%5B0%5D=field_accc_psa_product_category%3A4792>
visited 20 March 2018.
[20] The Hon Michael Sukkar MP, Explanatory Statement (28 February 2018) Product Safety Australia
<https://www.productsafety.gov.au/system/files/Attachment%20B%20-%20Explanatory%20Statement%20Takata.pdf>
visited 20 March 2018.
[21] See, eg, Chris Nichols, ‘Liability Could be Roadblock for
Driverless Cars’, San Diego Union Tribune (online), 30 October 2013 <http://www.sandiegouniontribune.com/news/sdut-liability-driverless-car-transovation-google-2013oct30-story.html>
visited 23 March 2018.
[22] See, eg, Brożek, Hage and Indurkhya, above n 2, 252.
[23] Jaap Hage, ‘Theoretical foundations for the responsibility
of autonomous agents’ (2017) 25(3) Artificial
Intelligence and Law 255, 271.
[24] Said, above n 16.
[25] Bartosz Brożek and
Marek Jakubiec, ‘On the legal responsibility of
autonomous machines’ (2017) 25(3) Artificial
Intelligence and Law 293, 304.
[26] Frodo Podschwadek, ‘Do
androids dream of normative endorsement?’ (2017) 25(3) Artificial Intelligence and Law 325, 339.
[27]Alexander Hevelke and Julian Nida-Rumelin, ‘Responsibility
for Crashes of Autonomous Vehicles: An Ethical Analysis’ (2015) 21(3) Science and Engineering Ethics 619, 620.
[28] Maurice Schellekens, ‘Self-driving cars and the chilling
effect of liability law’ (2015) 31 Computer
Law and Security Review 506, 509.
[29] Volvo, ‘US urged to
establish nationwide Federal guidelines for autonomous driving’ (Media Release,
7 October 2015) 1 <https://www.media.volvocars.com/global/en-gb/media/pressreleases/167975/us-urged-to-establish-nationwide-federal-guidelines-for-autonomous-driving>
visited 28 March 2018.
[30] Gary Marchant and Rachel Lindor, ‘The Coming Collision
Between Autonomous Vehicles and the Liability System’ (2012) 52 Santa Clara Law Review 1321, 1335-1336.
[31] Hevelke and Nida-Rumelin,
above n 27, 619.
[32] Jeffrey Gurney, Sue My
Car Not Me: Products Liability and Accidents Involving Autonomous Vehicles
(JD Thesis, University of South Carolina, 2014) 247 <http://illinoisjltp.com/journal/wp-content/uploads/2013/12/Gurney.pdf>
visited 28 March 2018.
[33] Sophia H. Duffy and Jamie Patrick Hopkins, ‘Sit, Stay,
Drive: The Future of Autonomous Car Liability’ (2013) 16 Science and Technology Law Review 453, 453-455; Hevelke and Nida-Rumelin,
above n 27, 626.
[34] Hevelke and Nida-Rumelin,
above n 27, 619.
[35] Marchant and Lindor, above n 30, 1321.
[36] Munich RE, Autonomous
Vehicles – Consideration for Personal and Commercial Lines Insurers (28
March 2016) Munich RE < https://www.munichre.com/site/mram-mobile/get/documents_E1725865033/mram/assetpool.mr_america/PDFs/3_Publications/Autonomous_Vehicles.pdf>
visited 20 March 2018.
[37] Owen Hayford et al, above n 5, 17.
[38] Henry Silvester and Jacinta Daher, The unstoppable drive of automated vehicles – likely impacts on CTP
Insurers (30 May 2017) Barry.Nilsson. Lawyers <https://www.bnlaw.com.au/page/Insights/Insurance_Alerts/Compulsory_Third_Party/The_Unstoppable_Drive_of_Automated_Vehicles_-_Likely_Impacts_on_CTP_Insurers/>
visited 24 March 2018.
[39] Owen Hayford et al, above n 5, 2.
[40] Silvester and Daher, above n 38.
[41] Taylor Wessing, ‘Who’s in the driving seat? Driverless cars,
liability and insurance’ (2017) Lexology
1, 1.
[42] James M. Anderson et al, Autonomous
Vehicle Technology: A Guide for Policy Makers (RAND Corporation, 1st
ed, 2016) xxii-xxiii.
[43] Competition and Consumer
Act 2010 (Cth) sch 2 pt 3-5 div 1.
[44] Ibid pt 3-2, div 1. See particularly ss 54, 55, 60 and 61.
[45] Ibid pt 2-1.
[46] The Law Society of New South Wales, Submission to National
Transport Commission, Regulatory barriers
to more automated road and rail vehicles, 6 February 2017, 4.
[47] Owen Hayford et al, above n 5, 20.
[48] Ibid.
[49] Competition and
Consumer Act 2010 (Cth) sch 2 ss 9, 138-139, 142(a)(c);
The Law Society of New South Wales, above n 46, 4.
[50] Carey-Hazell v Getz
Bros & Co Pty Ltd [2004] FCA 853 [186] (Kiefel J); Glendale Chemical Products Pty Ltd v ACCC
(1999) 90 FCR 40, 47.
[51] Competition and
Consumer Act 2010 (Cth) sch 2 s 9(1).
[52] Competition and
Consumer Act 2010 (Cth) sch 2 s 142.
[53] Henry Prakken, ‘On the problem of making autonomous vehicles
conform to traffic law’ (2017) 25(3) Artificial
Intelligence and Law 341.
[54] Carolyn Sappideen and Prue Vines, Product Liability (October 28 2010) Thomson Reuters <https://legal.thomsonreuters.com.au/product/AU/files/720502336/chapter_23.pdf>
visited 27 March 2018.
[55] Baron, above n 17.
[56] Schellekens, above n 28, 510.
[57] The Law Society of New South Wales, above n 46, 4; see also:
Sappideen and Vines, above n 54.
[58] Silvester and Daher, above n 38.
[59] See generally National Transport Commission, ‘Regulatory
reforms of automated vehicles’ (Policy Paper, National Transport Commission
Australia, November 2016) <http://www.ntc.gov.au/Media/Reports/(32685218-7895-0E7C-ECF6-551177684E27).pdf>
visited 25 March 2018; The Law Society of New South Wales, above n 46, 5;
Christopher Dolan, ‘Self-Driving Cars and the Bumpy Road Ahead’ (2016) 1 American Association for Justice Trial
Magazine 1; House of Representatives Standing Committee on Industry,
Innovation, Science and Resources, Parliament of Australia, Social Issues Relating to Land-Based
Automated Vehicles in Australia (2017) 30.
[60] Privacy Act 1988 (Cth) sch 1 APP 6.1; see also: Owen Hayford et al, above n 5, 29.
[61] Privacy Act 1988 (Cth) sch 1 APP 6.1-6.4.
[62] House of Representatives Standing Committee on Industry,
Innovation, Science and Resources, above n 59, 17.
[63] Andrew Garza, “Look
Ma, No Hands!” Wrinkles and Wrecks in
the Age of Autonomous Vehicles (JD Thesis, University of Connecticut, 2009)
611-613 <http://www.boyleshaughnessy.com/Collateral/Documents/English-US/Garza%20No%20Hands.pdf>
visited 28 March 2018; House of Representatives Standing Committee on Industry,
Innovation, Science and Resources, above n 59, 16-17; Owen Hayford et al, above
n 5, 29; National Transport Commission, above n 59, 63.
[64] Owen Hayford et al, above n 5, 29.
[65] Cara Bloom et al, ‘Self-driving cars and data collection:
Privacy Perceptions of Networked Autonomous Vehicles’ (2017) 13 Proceedings of the Thirteenth Symposium on
Usable Privacy and Security 357, 357; Senator Edward J. Markey, ‘Tracking
and Hacking: Security and Privacy Gaps Put American Drives at Risk’ (Report,
Markey Senate, 6 February 2015) 10.
[66] For a comprehensive overview of potential traffic law and
criminal law liability in Queensland, see Kieran Tranter, ‘The Challenges of
Autonomous Motor Vehicles for Queensland Road and Criminal Laws’ (2016) 16(2) QUT Law Revue 59.
[67] Transport Operations
(Road Use Management—Road Rules) Regulation 2009 (Qld).
[68] Ibid s 297(1).
[69] Transport Operations
(Road Use Management) Act 1995 (Qld) s
83.
[70] McNaughtan v Garland [1979] Qd R 240; Wallace
v Major [1946] KB 473.
[71] Ibid.
[72] National Transport Commission, above n
59, 33.
[73] Shanker et al, above n 8, 7.
[74] See, eg, Anderson et al, Autonomous
Vehicle Technology: A Guide for Policy Makers (RAND Corporation, 1st
ed, 2016).
[75] Owen Hayford et al, above n 5, 28; National Transport
Commission, above n 59, 65.
[76] Tranter, above n 66, 81.