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Yes. Hulu account data showed continuous video streaming from 9:16 p.m. to 9:59 p.m. on March 18, 2018, overlapping the approximately 9:58 p.m. fatal crash in Tempe, Arizona. The National Transportation Safety Board (NTSB), however, identified the operator’s visual distraction from her personal phone—not a particular Hulu program—as the probable cause. Its findings also faulted Uber’s safety practices and identified shortcomings in the automated system and government oversight.
What happened in the Tempe crash
At 9:58 p.m. on March 18, 2018, a modified 2017 Volvo XC90 operated by Uber Advanced Technologies Group (ATG) struck a pedestrian crossing northbound Mill Avenue in Tempe. The vehicle was on a public-road test, under the control of Uber’s developmental automated driving system (ADS), with a human operator in the driver’s seat. The pedestrian died; the operator was not injured. The NTSB’s case page identifies the vehicle as a test vehicle, not an unoccupied commercial robotaxi.
What the Hulu records show
The NTSB docket’s human-performance report says Hulu account data showed continuous video streaming from 9:16 p.m. through 9:59 p.m. that night. Since the crash occurred at approximately 9:58 p.m., the account activity overlapped the collision. That establishes streaming activity associated with the account; it does not establish which content was playing or that a particular program alone caused the crash. The report also notes a company policy prohibiting phone use while operating a self-driving vehicle. The NTSB docket contains the factual reports.
The NTSB’s formal probable-cause statement describes the operator as visually distracted throughout the trip by her personal cell phone and says she failed to monitor both the driving environment and the ADS. The Hulu data is relevant evidence of activity during that period, while the Board’s finding is about phone-related visual distraction and failure to monitor.
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What the vehicle detected—and what it did not do
The ADS first detected the pedestrian 5.6 seconds before impact and tracked her. It did not accurately classify her as a pedestrian or predict her path. As the SUV approached the collision site, its ADS-recorded speed was 45 mph. The system’s design precluded emergency braking for collision mitigation and relied on the operator to intervene. By the time the ADS determined a collision was imminent, the situation was beyond its braking response specifications.
The operator looked toward the road about one second before impact and began steering left just before the collision. The NTSB’s final report concluded that prolonged visual distraction, a typical effect of automation complacency, led to her failure to detect the pedestrian in time to avoid the collision. The NTSB investigation provides the event timeline and system findings.
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How the NTSB assigned responsibility
The NTSB named the operator’s failure to monitor the driving environment and ADS because of visual distraction as the probable cause. It also identified several contributing factors; these are complementary parts of the Board’s account, not alternative single-cause explanations.
- Operator distraction: The operator did not adequately monitor the road and automated system.
- ADS limitations: The system failed to classify the pedestrian accurately or predict her path, and its design did not provide emergency collision-mitigation braking.
- Uber ATG safety practices: Inadequate safety risk assessment, ineffective operator oversight, and insufficient countermeasures for automation complacency reflected an inadequate safety culture, according to the NTSB.
- Other contributing factors: The Board also cited the pedestrian’s impaired crossing outside a crosswalk and insufficient Arizona oversight of automated-vehicle testing.
The investigation therefore does not reduce the crash to a phone-use anecdote. The NTSB’s findings address the operator’s conduct, the automated system’s behavior, company safety management, and oversight of public-road testing.
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Why the move to one operator mattered
About five months before the crash, Uber ATG changed its test operation from two vehicle operators to one. The NTSB’s final report says removing the second operator reduced a layer of safety redundancy and left the sole operator with additional tasks, including interacting with the human-machine interface. The NTSB final accident report describes the change and the Board’s analysis.
When testing restarted in December 2018, ATG returned to two operators, expanded operator training, and added an inward-facing camera system. The camera system could alert the operator and supervisor when the driver-seat operator looked away from the road for several seconds. These are changes the report describes; they are not a guarantee that automated-vehicle testing is safe.
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What oversight changed—and what remains limited
The NTSB recommended safety self-assessments and evaluation for public-road ADS testing, state applications and expert review addressing safety risk management, and completion of Uber ATG’s safety management system. In a summary updated December 4, 2024, the NTSB said its recommendation concerning Uber ATG’s safety management system was closed on April 26, 2024. The same summary states that company safety self-assessments are voluntary and are not evaluated by the National Highway Traffic Safety Administration (NHTSA), and that federal safety risk-management requirements for public-road automated-vehicle testing are absent. The NTSB’s automated-vehicles summary gives those recommendation statuses and oversight details.
The dates and measurements here describe this specific investigation; they are not accident-rate estimates for automated vehicles generally.
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