You will be provided with a reference and some statements. Please determine whether each statement is 'supported', 'unsupported', or 'unknown' with respect to the reference. Please note:
First, assess whether the reference contains any valid content. If the reference contains no valid information, such as a 'page not found' message, then all statements should be considered 'unknown'.
If the reference is valid, for a given statement: if the facts or data it contains can be found entirely or partially within the reference, it is considered 'supported' (data accepts rounding); if all facts and data in the statement cannot be found in the reference, it is considered 'unsupported'.

You should return the result in a JSON list format, where each item in the list contains the statement's index and the judgment result, for example:
[
    {
        "idx": 1,
        "result": "supported"
    },
    {
        "idx": 2,
        "result": "unsupported"
    }
]

Below are the reference and statements:
<reference>
Litigating Partial Autonomy | Iowa Law Review - The University of Iowa

109 Iowa L. Rev. 1655 (2024) DOWNLOAD PDFAbstractWho is responsible when a semi-autonomous vehicle crashes? Automobile manufacturers claim that because Advanced Driver Assistance Systems (“ADAS”) require constant human oversight even when autonomous features are active, the driver is therefore fully...

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Volume 109, Issue 4

Litigating Partial Autonomy

109 Iowa L. Rev. 1655 (2024)

DOWNLOAD PDF
Abstract
Who is responsible when a semi-autonomous vehicle crashes? Automobile manufacturers claim that because Advanced Driver Assistance Systems (“ADAS”) require constant human oversight even when autonomous features are active, the driver is therefore fully responsible when supervised autonomy fails. This Article argues that the automakers’ position is likely wrong both descriptively and normatively. On the descriptive side, current products liability law offers a pathway toward shared legal responsibility. Automakers, after all, have engaged in numerous marketing efforts to gain public trust in automation features. When drivers’ trust turns out to be misplaced, drivers are not always able to react in a timely fashion to re-take control of the car. In such cases, the automaker is likely to face primary liability, perhaps with a reduction for the driver’s comparative fault. On the
normative side, this Article argues that the nature of modern semi-
autonomous systems requires the human and machine to engage in a collaborative driving endeavor. The human driver should not bear full liability for the harm arising from this shared responsibility.
As lawsuits involving partial autonomy increase, the legal system will face growing challenges in incentivizing safe product development, allocating liability in line with fair principles and leaving room for a nascent technology to improve in ways that, over time, will add substantial safety protections. This Article develops a framework for considering how those policy goals can play a role in litigation involving autonomous features. It offers three key recommendations: (1) that courts consider collaborative driving as a system when allocating liability; (2) that the legal system recognize and encourage regular software updates for vehicles; and (3) that customers pursue fraud
and warranty claims when manufacturers overstate their autonomous
capabilities. Claims for economic damages can encourage manufacturers to internalize the cost of product defects before, rather than after, their customers suffer serious physical injury.

Published:

Wednesday, May 15, 2024

Written by

Cassandra Burke Robertson

The University of Iowa

Iowa Law Review

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</reference>

<statements>
1. Comparative negligence, strict product liability, and consumer protection law together govern how fault is allocated between drivers and ADAS providers.
2. The report concludes with proposed regulatory guidelines: (1) explicit statutory allocation rules keyed to automation mode and transition periods, (2) mandatory data retention and disclosure for accident reconstruction, (3) harmonized standards on driver monitoring and takeover requests, and (4) doctrines recognizing overstatement of autonomy as a form of misrepresentation or unfair practice.
3. Under the SAE J3016 taxonomy, most systems currently deployed in consumer vehicles are Level 1 or Level 2—providing assistance with either steering or speed, or both, while requiring the human driver to remain responsible and able to take over at any time.
4. This shared control complicates traditional negligence analysis that assumed a single human driver was responsible for all driving decisions.
5. In ADAS crashes, defense counsel often argue that inattentive drivers remain the primary proximate cause, while plaintiffs contend that system design foreseeably induces complacency or overtrust.
6. Product defect, failure-to-warn, and misrepresentation claims are particularly salient when manufacturers overstate autonomous capabilities or downplay limitations.
7. Overstated marketing can also affect negligence analysis by undermining the assumption that drivers knowingly accepted supervision duties, thereby shifting some blame toward manufacturers.
8. Consumer protection doctrines further impose liability for false or misleading claims about automation or intelligence levels, and guidance such as that from China’s Supreme People's Court explicitly supports civil claims where such publicity harms consumers’ rights.
9. Academic proposals, like those in Iowa Law Review and Jurimetrics, recommend statutory architectures in which manufacturer liability applies when the computer driver is operating negligently in autonomous or supervisory modes, with liability gradually transitioning back to humans after effective takeover requests and reasonable intervals.
10. Supervised autonomy (Level 2 and some Level 3 arrangements), where computer drivers perform dynamic tasks but humans must supervise and be ready to take over, leading to shared or shifting liability depending on system engagement and alerts.
11. Scholarship on partial autonomy argues that modern supervised systems require collaborative driving, and drivers should not bear full liability when system design reasonably engenders misplaced trust.
12. This approach aligns liability with realistic human behavior in complex socio-technical systems and incentivizes safer interface design.
13. Building on Chinese guidance and U.S. scholarship, regulators should treat overstated autonomy claims as deceptive practices subject to civil penalties, restitution, and enhanced liability.
14. Allowing consumers to pursue fraud, warranty, and unfair-practice claims for economic damages stemming from misrepresentations, even before physical injuries occur.
15. Current law generally treats Level 2 ADAS as driver-assistance tools, preserving primary driver responsibility, but product liability, comparative fault, and consumer protection frameworks increasingly recognize manufacturer and system responsibility where defects, design limitations, or misleading marketing contribute to crashes.
</statements>

Begin the assessment now. Output only the JSON list, without any conversational text or explanations.