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Robotaxi remote assistants do not have one universal school, license, or credential. Instead, an August 2026 voluntary best practice from the Automated Vehicle Safety Consortium (AVSC), a program of SAE Industry Technologies Consortia, gives fleet operators and automated-driving developers a framework for training, assessing, and supporting these workers.

Who sets the training framework?

AVSC published AVSC Best Practice for ADS Remote Assistance Training and Human Factors (AVSC-I-07-2026) in August 2026. It is aimed at automated-driving-system developers, fleet operators, and other organizations involved in remote assistance. It is guidance for building an organizational training program—not a government regulation, a single approved school, or proof that an individual holds a universal credential. AVSC’s publication page describes the framework, while SAE ITC’s August 25, 2026 announcement provides publication context.

In practical terms, the plan is a kind of “driver’s ed” for workers who assist automated vehicles from a remote workstation. But the phrase can mislead: remote assistance is not necessarily remote driving.

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What does a remote assistant do—and what is different from remote driving?

Remote assistance means offering guidance, suggestions, or recommendations to an automated vehicle system without directly controlling the vehicle’s steering, braking, or acceleration. The vehicle’s automated driving system remains responsible for driving. AVSC’s earlier Best Practice for ADS Remote Assistance Use Case explains the distinction and discusses use cases and triggers. It was published November 28, 2023. SAE’s 2023 catalog record identifies that guide and its subject.

That distinction matters to training: an assistant needs to understand the ADS and how to provide support through its interface and procedures; the role should not be described as operating the car through a remote-control link.

What should the training cover?

AVSC’s framework calls for an organization to define baseline competencies and tailor training to the deployment. Its published summary identifies the following areas:

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  • The deployed automated driving system: what the vehicle is designed to do and how it behaves in relevant operating situations.
  • The remote-assistant interface: how to interpret information and use the tools available at the workstation.
  • Operational procedures and safety protocols: the organization’s processes for handling assistance requests and other relevant situations.
  • Communication and organizational tools: the channels and systems used to coordinate support.
  • Applicable road rules: Car and Driver’s August 30, 2026 account of the document reports examples such as lane markings and dynamic signs, as well as the particular ADS’s sensors and decision process. These examples are reported details, not a universal curriculum prescribed identically for every location.

AVSC also emphasizes human factors: interface and workplace design, workload, fatigue, alertness, and operator well-being. These are operational concerns, not optional extras; they affect whether a person can interpret information and respond reliably during a shift.

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How are operators assessed and kept qualified?

The framework treats preparation as an ongoing program rather than a one-time class. AVSC’s summary addresses post-training assessment, qualification tracking, performance monitoring, remedial training, recurrent training, and continuous improvement. Organizations can use those elements to identify whether someone is ready for a role, keep records of qualification, notice performance needs, and refresh skills as operations change.

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Car and Driver reports that AVSC encourages simulators without driving controls for training and assessment. Scenarios can be constructed or based on playback of real events. The same report says retraining should respond to changes in skills, vehicle features, vehicle behavior, or interfaces. Those are practical examples attributed to the document by the publication, rather than a single mandated simulator format or schedule.

Does a remote assistant need a driver’s license?

The published summary does not establish a universal license prerequisite. Car and Driver reports that the guidance leaves room for organizations to decide: a company may require a driver’s license and clean driving record, but the report says neither is a universal prerequisite under the framework. That flexibility should not be mistaken for a rule about every jurisdiction or every employer; local law and fleet policy may impose their own requirements.

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The summary likewise does not establish a standard course duration, passing score, operator-to-vehicle ratio, or individual credential. The document is a program framework, not a specification of those universal thresholds.

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What questions does the 2026 guidance leave open?

AVSC’s published summary explicitly excludes communication latency, remote-assistant-to-vehicle ratios, cybersecurity, and the geographic placement of remote assistants. The framework should therefore not be treated as resolving those engineering or policy questions.

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A related document is ISO/DTS 17691, a separate draft technical specification listed by ISO in the approval phase as of October 2026. Its focus is human remote support of low-speed automated driving, especially remote monitor and remote assistant roles beyond line of sight. It excludes remote-driver duties and driver training, licensing, and fitness; it is not the source of AVSC’s training recommendations. ISO’s listing is the source for the draft’s scope and lifecycle status.

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How to judge a fleet’s training program

For an organization evaluating its own program, the AVSC framework suggests checking whether it covers the actual deployment rather than relying on a generic course label. Useful questions include:

  • Does training cover the fleet’s ADS, its interface, and the operational and safety procedures the assistant will use?
  • Does it address relevant local road rules and communications for the deployment?
  • Does assessment give operators practice with realistic scenarios, through simulation or event playback where appropriate?
  • Are qualification, performance, remedial needs, and recurrent training tracked over time?
  • Are workload, fatigue, alertness, interface usability, and workstation conditions addressed?

These are ways to apply the framework, not a vendor checklist endorsed by AVSC. The central takeaway from the publication is that operators need deployment-specific preparation and continuing organizational support, rather than a single class presumed to qualify everyone everywhere.

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