Tesla lobbies CA to keep Robotaxi data hidden as Waymo pushes transparency
Tesla and Waymo and currently on opposite sides of a back-and-forth regarding how to proceed with California’s autonomous ride-hailing rules, and Tesla’s filings paint a different picture of its “Robotaxi” system’s capabilities than its CEO Elon Musk has in his public statements.
Comments were filed this week in a proceeding with the California Public Utilities Commission (CPUC), which governs taxi-like services in California. The proceeding has asked questions of interested parties regarding how California should regulate autonomous ride-hailing services like Tesla Robotaxi and Waymo.
The specific questions causing the back-and-forth between the two companies, and other operators like Zoox and Uber, are about use of “level 2” driver assistance systems, and whether they should be regulated the same way as truly autonomous vehicles (AVs).
All driver automation systems can be ranked by the SAE’s “levels of driving automation,” which runs on a scale from 0-5. Most systems available on consumer vehicles are ranked as level 2 and still require an attentive driver at all times – this includes Tesla’s deceptively-named “Full Self-Driving” (FSD) system, which does not actually fully drive the car.
There is one level 3 system available to consumers in California, Mercedes Drive Pilot, which allows drivers to take the eyes off the road in specific circumstances.
Waymo and other driverless rideshare programs are ranked as level 4, which doesn’t require anyone in the driver’s seat, but can only operate in certain circumstances. This usually takes the form of geofencing.
Currently, Tesla does not operate a level 4 system in California, though it’s arguable that its Austin Robotaxi service is level 4 (it is also arguable that it’s level 2, but that the operator was just moved from the driver’s seat to the passenger seat). Tesla also just obtained a permit to roll out some version of its Robotaxi in Arizona.
That hasn’t stopped Tesla from using Robotaxi branding to market its system in California, though. Tesla claims that it has a ride-hailing service “with Robotaxi technology” in the San Francisco Bay Area, despite that this “Robotaxi” is actually fully operating at level 2 – with a driver in the driver’s seat, holding the steering wheel (or not, if they fall asleep doing so), running the same level 2 FSD that any Tesla customer can run. It’s functionally no different than getting in an Uber with a Tesla driver who turns on FSD during the trip.
So, Tesla has a keen interest in this rulemaking procedure, because it’s currently running a level 2-based ride-hailing service in California, which Waymo is not.
And so, Tesla is arguing against tougher rules on the use of level 2 systems by ride-hailing services, because those would affect the business it’s currently running. And the reasoning Tesla gives is a little hypocritical considering its other public positions.
First, Tesla’s comment says that level 2 systems should be allowed to be used by ride-hailing companies, and thinks that “reasonable regulations” including driver training and more information to customers are agreeable.
But it goes on to oppose greater delineations between level 2 and fully autonomous systems, in particular a proposal by Uber that says the CPUC should regulate “misleading claims” on autonomous vehicles.
Tesla says that further regulations regarding misleading claims are unnecessary, as state law already covers misleading advertisements, and that the California Department of Motor Vehicles (DMV) can bring enforcement on companies that violate those laws.
This is interesting coming from Tesla, given that Tesla is currently in trouble with the DMV regarding misleading self-driving claims. And despite this being the case for over four years now, Tesla not only continues to sell its “Full Self-Driving” system in California, it has also started the aforementioned “Robotaxi” service which still utilizes a driver in the driver seat.
Next, Tesla goes on to state that increased reporting requirements are unnecessary. Waymo thinks that quarterly reporting requirements for autonomous taxis should be extended to level 2 ride-hailing companies, and Tesla says that would be burdensome.
But elsewhere in its comments, Tesla treats it as a point of fact that level 2 systems are safer than human drivers alone, and therefore should be used as much as possible, including in taxis.
But, if it is true that they are safer, then wouldn’t reporting data on the systems’ use prove that? Currently, Tesla does release its own self-driving data, showing the systems are safer, but this data comes from Tesla alone, not from a third party. Regulating this reporting would mean another pair of eyes on it, which would make the data more trustworthy.
In contrast, Waymo has published multiple studies with third parties and submitted them to academic journals, which means that more people have been able to look at the data to examine its robustness. Though the company did previously sue California to keep AV crash data secret, and was allowed to hide certain details from the public.
And, comically enough, another point Tesla makes against reporting requirements for level 2 systems is that it says requiring the same reporting for level 2 and level 4 AVs would “confuse consumers.” This, coming from the company that is currently operating a level 2 system, with a driver in it, which it calls both “Full Self-Driving” and “Robotaxi.”
Tesla even says, in its previous letter, that “almost 100% of [Tesla’s CA Robotaxi] rides engaged FSD (Supervised) at some point” (emphasis ours). This means that some percentage of “Robotaxi” rides don’t engage FSD at all, and many of the rest only engage it “at some point.”
So, per this filing, Tesla’s California “Robotaxi” is, explicitly, not an actual robotaxi, despite that Tesla and its CEO keep claiming publicly that it is.
We could get more data on exactly how often FSD gets engaged in these cars, but… Tesla is lobbying against those reporting requirements. Perhaps that shines a light on the company’s possible motivations here.
Tesla goes on to generally oppose other reporting requirements as well, including any expansion of greater education on the role of remote operators or on what circumstances an AV can operate in (geofencing, weather, construction, etc), stating that those would reveal trade secrets. But it also filed comments in support of allowing privately-owned vehicles to participate in autonomous ride-hailing services, an idea which Tesla originally called “Tesla Network” but as of yet has not rolled out.
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The German city of Karlsruhe is setting an example for sustainability in waste management by deploying a fleet of 18 Mercedes-Benz eEconic electric garbage trucks that are helping make the streets cleaner, quieter, and a lot less stinky.
Since the end of September, the city of Karlsruhe has been relying on Mercedes’ fully electric waste collection vehicles throughout, with none of the area-specific restrictions or limited rollout strategies for one or two trucks at a time that typically accompany stories like these. Instead, the city is using the Mercedes eEconics for the same stuff they’d use the diesel versions for: residual waste disposal, paper collection, and bulky waste collection.
Normal garbage duty, in other words. And, in such daily use, they do a great job. The trucks cover an average route distance of around 80 km (about 50 miles) on 112 kWh battery packs (usable capacity is ~97 kWh) which can be reliably completed in single-shift operation without intermediate charging — thanks, in part, to Mercedes’ efficient electric motors and regenerative braking that shines in the trucks’ typical stop-and-go duty cycles.
More than a single shift, in fact. The fleet managers report that after “a good 80 kilometers with around 60 stops on its daily route,” energy consumption was only around 35% of the battery capacity, meaning the charge level dropped from 100% to 65% and 64% respectively.
At the same time, CO₂ emissions are significantly reduced: depending on the area of application, each eEconic can save between 150 and 170 tons of CO₂ per year. This results in a total potential annual saving of around 1,200 tons of CO₂ emissions.
The purchase of the electric vehicles was funded by the Federal Ministry of Transport (BMV) as part of the guideline on the promotion of light and heavy commercial vehicles with alternative, climate-friendly drives and the associated refueling and charging infrastructure (KsNI). The funding guideline was coordinated by NOW GmbH, and applications were approved by the Federal Office for Logistics and Mobility.
Electrek’s Take
Look, you know me. There is absolutely ZERO chance that I’ll be able to remain objective about anything that’s putting down more than four thousand lb-ft of torque. Make that thing quieter, cleaner, and generally better for me and my community, and there’s even less of a chance of me saying anything critical about it.
Here’s hoping more cities go electric rather sooner than later.
SOURCE | IMAGES: Daimler Truck.
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Electreon just took a big step toward expanding wireless EV charging. The Israel-based company signed a memorandum of understanding (MoU) to acquire the assets of InductEV, a Pennsylvania-based firm known for its ultra-fast, high-power static wireless charging systems used by heavy-duty electric transit and freight fleets.
If the deal closes after due diligence and regulatory approvals, the combined company would bring together Electreon’s dynamic wireless charging tech – the kind that can charge vehicles while they drive – with InductEV’s high-power stationary systems. That would create one of the most complete wireless charging portfolios on the market, covering everything from passenger EVs to vans, buses, heavy-duty trucks, and even autonomous vehicles.
Electreon and InductEV together hold around 400 granted and pending patents, and have a lot of field experience across their respective projects. Electreon says that pairing its manufacturing capabilities and global footprint with InductEV’s ultra-fast tech will help streamline and speed up fleet electrification.
Both companies already work with major vehicle OEMs, which Electreon asserts will make integrating wireless charging into future vehicle platforms easier.
Electreon CEO Oren Ezer said the deal would combine the two companies into “a truly global powerhouse for wireless EV charging.” He added that “the decision by InductEV’s shareholders to invest in Electreon is a tremendous vote of confidence in our shared vision.”
InductEV CEO John F. Rizzo said, “Together, we’re combining world-class innovation with real-world experience to deliver even greater value to our North American and European customers and accelerate the shift to wireless power for sustainable commercial transportation.”
Read more: Michigan installs the US’s first wireless EV charging public roadway
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The Dolphin Surf is already one of Europe’s cheapest EVs, yet BYD may have an even more affordable electric car up its sleeve.
Is BYD launching the Racco mini EV in Europe?
BYD revealed the Racco at last month’s Japan Auto Show, its first EV designed exclusively for overseas markets.
The mini EV, or “kei car,” is launching in Japan, where over 1.55 million of them were sold last year, accounting for about a third of new vehicles sold.
Although Japan has been a brutal market for foreign brands to crack, BYD believes it may have an edge. The Racco measures 3,395 mm in length, 1,475 mm in width, and 1,800 mm in height, or about 600 mm longer than the Dolphin Surf.
That’s about the size of the Nissan Sakura EV, Japan’s best-selling electric car. Like the Sakura and most kei cars, the Racco has a boxy, upright stance. It has four doors, with the back two sliding open.
Powered by a 20 kWh battery pack, the mini EV is expected to have a driving range of around 180 km (112 miles).
BYD is using its Blade lithium iron phosphate (LFP) battery packs to keep costs down. Although prices have yet to be revealed, the Racco is expected to start at around 2.5 million yen ($18,000) in Japan, putting it on par with the Nissan Sakura.
If it launched in Europe, the Racco could go on sale for under £15,000 ($20,000), putting it on par with the Dacia Spring (£14,995) and Leapmotor T03 (£15,995). The BYD Dolphin Surf currently starts at £18,650 ($24,300).
Although it will arrive in Japan first, BYD may launch its smallest, cheapest EV in Europe after all. BYD’s vice president Stella Li suggested to Autocar that the Racco could play a key role globally as an affordable, entry-level EV.
“In Japan, we are already launching a kei car; we will be very interested to follow the EU regulation,” Li said, adding, “If there’s some space, we can bring that car here.”
The regulation Li is referring to is the new “E-car” segment that the European Commission president, Ursula Von der Leyen, called for in September.
Von der Leyen said that Europe “should have its own E-car,” where “E” stands for efficient, economical, and European, and added “we cannot let China and others conquer this market.”
The Racco could sit underneath the Dolphin Surf in BYD’s growing European lineup. However, the company is focusing on expanding hybrid options. Li said launching Racco was “not a topic” the company is immediately focused on.
The Seal U, Europe’s best-selling plug-in hybrid through September, will be the first vehicle built at BYD’s new factory in Turkey, as it seeks to gain an edge through local production.
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