It appears that even San Francisco’s mayor Daniel Lurie, who previously asserted that the city ought to serve as a testing ground for innovative technology, has his boundaries. Particularly when such innovation results in an extensive, hours-long traffic congestion that leaves countless individuals immobilized.
Mayor Lurie has urged state officials to enhance regulations for self-driving vehicles nearly two weeks following the incident where Waymo robotaxis became stranded in heavy traffic on July 4, lost power, and obstructed vital roadways, further exacerbating the gridlock. This traffic congestion, which ensnared city-operated shuttles, grew to become a citywide issue impacting thousands.
In a letter to the state Department of Transportation, which TechCrunch accessed, Lurie referenced two occurrences — a widespread power outage in December and the Golden Gate Bridge fireworks event on July 4 that drew 100,000 attendees — both of which resulted in numerous Waymo vehicles being immobilized and traffic being paralyzed. The San Francisco Chronicle was the first to report on this correspondence.
The incidents, he stated in the letter, “illustrated that the existing regulatory framework in California does not sufficiently address how autonomous vehicles function during significant incidents, whether planned or unplanned. The current challenge for California is not merely if autonomous vehicles can operate safely in normal conditions, but also if they can behave reliably under extraordinary circumstances.”
Lurie specified that manufacturers of autonomous vehicles should be able to illustrate four “core operational capabilities” and called for the California Department of Transportation to create statewide standards to avert future incidents similar to the July 4 traffic jam.
According to Lurie’s vision, companies would be mandated to promptly remove or reposition robotaxis from active traffic lanes to facilitate the flow of movement and would need to adapt in real time, modifying their routes, service areas, and pickup and drop-off points. Additionally, they would be required to share real-time operational data with local agencies, including service interruptions, the locations of immobilized robotaxis, and recovery efforts, as well as prove through testing that they can manage significant surges of people and traffic.
TechCrunch has contacted Waymo for a response. The article will be updated once the company replies.
Any company aiming to operate a robotaxi service in California must successfully navigate two permit processes for testing and deployment, one overseen by the state’s Department of Motor Vehicles and another by the Public Utilities Commission. California’s current regulatory framework is more stringent compared to other states like Texas and Arizona, but that hasn’t deterred companies from attempting to operate there.
San Francisco and the surrounding area extending into Silicon Valley have historically served as a test site for autonomous vehicle technology. Six companies, including Nuro, Waymo, and Zoox, possess permits for driverless testing, allowing their vehicles to operate without a human safety operator present.
However, the region has also become the starting point for commercial services, which necessitate additional permits from the DMV and CPUC.
Waymo stands as the largest entity, with an estimated 1,000 robotaxis currently functioning in the Bay Area. Many others are either testing or getting ready to launch commercial operations, including Zoox, owned by Amazon, as well as a premium robotaxi service that Uber will manage. Tesla has a branded robotaxi service but does not utilize driverless vehicles, nor does it possess the necessary permits. Instead, Tesla operates under a charter transportation permit, allowing its own drivers to transport riders across San Francisco using vehicles equipped with advanced driver-assistance systems rather than fully autonomous software.
Waymo’s scale has made it a focal point for regulators in San Francisco and beyond. The company currently operates in 11 cities and claims to provide over 500,000 paid rides per week. In San Francisco, Lurie noted that Waymo had agreed to limit its service on July 4 near the waterfront and had even assigned a representative to the city’s emergency center. However, that was insufficient to prevent Waymos from entering the severe traffic outside of that district.
Lurie remarked that these voluntary measures are no longer sufficient — reflecting the significant expansion of Waymo’s fleet. He stated that the four proposed requirements “will not undermine autonomous vehicles; they will enhance them.”
