San Francisco Mayor Daniel Lurie, who once promoted the city as a hub for emerging technology, has found the limits of this approach, especially when it results in prolonged traffic standstills affecting thousands.
Lurie has urged state regulators to strengthen rules for autonomous vehicles following an incident nearly two weeks ago when Waymo’s robotaxis stalled in heavy July 4 traffic, ran out of power, and blocked major roads, exacerbating the gridlock. This traffic jam also trapped municipal shuttles and became a widespread issue throughout the city.
In a letter to the state Department of Transportation, which was reviewed by JS, Lurie highlighted two incidents—a December power outage and the July 4 Golden Gate Bridge fireworks attended by 100,000 people—that left numerous Waymo cars stranded and caused traffic paralysis. The San Francisco Chronicle initially reported on the letter.
He stated that these events showed California’s current regulations do not sufficiently address the operation of autonomous vehicles during major incidents, whether planned or unexpected. The challenge now is not only ensuring safe operation under normal conditions but also reliable performance during extraordinary events.
Lurie proposed that autonomous vehicle manufacturers should demonstrate four “core operational capabilities” and called on the California Department of Transportation to create statewide standards to prevent incidents like the July 4 gridlock.
According to Lurie’s plan, companies would need to promptly remove or reposition robotaxis from active lanes to maintain traffic flow and adapt in real-time by modifying routes, service areas, and pickup/drop-off points. Additionally, they would be required to share real-time operational data with local agencies, detailing service disruptions, locations of stalled robotaxis, and recovery efforts. Companies must also prove through testing that they can handle large crowds and traffic volumes effectively.
JS has reached out to Waymo for their comments. Updates will be provided when the company responds.
Operating a robotaxi service in California involves navigating two permit processes: one managed by the state’s Department of Motor Vehicles and the other by the Public Utilities Commission. While California’s regulatory framework is more stringent than in states like Texas and Arizona, it has not deterred companies from attempting to operate there.
The San Francisco area, extending into Silicon Valley, has long been a testing ground for autonomous vehicle technology. Six companies, including Nuro, Waymo, and Zoox, have permits for driverless testing, which allows vehicles to operate without a human safety driver.
However, launching commercial services in the area requires additional permits from the DMV and CPUC.
Waymo, with about 1,000 robotaxis in the Bay Area, is the largest operator. Other companies are either testing or preparing to start commercial operations, including Amazon-owned Zoox and a premium service by Uber. Tesla offers a branded robotaxi service but does not use driverless vehicles, nor does it have the necessary permits. Instead, Tesla operates under a charter transportation permit, which allows its drivers to transport passengers around San Francisco in vehicles with advanced driver-assistance systems rather than full autonomy.
Waymo’s extensive operations have made it a focal point for regulatory scrutiny in San Francisco and beyond. The company operates in 11 cities and claims to complete over 500,000 paid rides weekly. In San Francisco, Lurie noted that Waymo had agreed to limit its service on July 4 near the waterfront and had assigned a representative to the city’s emergency center. Despite these efforts, Waymo vehicles still encountered severe traffic outside the designated area.
Lurie emphasized that voluntary measures are no longer sufficient, highlighting the substantial growth of Waymo’s fleet. He assured that the proposed requirements would enhance, not undermine, the development of autonomous vehicles.
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