On a typical sunny afternoon in Wampus, it’s not unusual to spot a Waymo gliding down the street. Since March, Waymo has offered fully driverless trips across Austin, joining a small but growing list of autonomous vehicle (AV) pioneers. This June, Tesla will join the ranks by launching its own robotaxi service. As thrilling as this innovation may seem, the rapid rollout of Tesla’s self-driving taxi fleet raises pressing questions about safety, transparency and the readiness of Austin’s roads for this technology.
Although Tesla’s (R)obotaxi trial could revolutionize transportation, Austin should proactively address safety and regulatory concerns.
“The City treats each AV company that expresses interest in Austin the same, offering training opportunities and providing information about City right-of-way and procedures,” said Brad Cesak, public information specialist senior for the City of Austin. “Although cities in Texas cannot regulate AVs, Austin has worked with autonomous vehicle companies as they enter the market to offer staff’s knowledge on the local transportation network to help AVs operate more safely.”
In comparison to Waymo, Tesla’s safety precautions and data transparency fall far behind. Using the scale set by the Society of Automotive Engineers, Tesla has self-classified as a Level 2 driving automation, requiring full driver supervision. Waymo, on the other hand, operates at Level 4, existing fully autonomously in defined zones. Although their miles are harder to compare considering their different levels, Waymo’s robotaxis have logged 56.7 million miles, while Tesla engineers drove 15,000 miles with their robotaxi app.
While Tesla utilizes vision-based cameras, Waymo also employs light and radar sensors to map its surroundings.
“Because (Teslas) don’t have LiDAR systems, most people do not expect them to function well under rain and maybe even under darkness,” transportation engineering professor Kara Kockelman said. “LiDAR and Waymo seem a safer bet for those settings. Tesla has a lot more … experience Waymo doesn’t have, but Waymo is taking a more conservative approach and I think ultimately has more money on this system.”
Austin’s uniquely complex urban landscape makes navigating streets much more difficult. Having only tested their self-driving cars for a couple of weeks, in comparison to Waymo’s multiple year-long testing, it’s imperative to conduct more vigorous testing. From bikes, scooters, pedestrians and active construction, using maps of school zones and information about traffic control isn’t enough.
“If self-driving cars (are) further entrenched in our society, that is something to be concerned about,” said Adam Greenfield, advocacy director of Safe Streets Austin. “Nothing should distract us from the goal of helping people get around in other ways and restitching our physical and social environment back together.”
While Tesla’s AVs have the potential to reduce crashes and distracted driving, that promise depends on their implementation. Considering Tesla hasn’t used a Level 3 permit since 2019, Tesla needs a transparent framework for their AV trials, such as defining where they’re allowed and how they’re monitored. Without guardrails, Austin could become a testing ground without community input or accountability.
“The only worry that we have about autonomous vehicles is they can handle everything about 98% of the time, but when they find themselves in (an unprecedented) situation, that decision may or may not be good,” civil engineering professor Randy Machemehl said.
Although Austin can’t regulate AVs themselves, there can still be a slow, structured rollout with community safeguards. In addition to already collaborating with city agencies, Tesla should also consult transportation researchers and community advocates. Most importantly, the company should prioritize high-visibility pedestrian zones for observation and mandate real-time reporting.
Tesla’s robotaxis can be part of Austin’s future, but only if safety leads the way.
Lam is a computer science sophomore from Mansfield, Texas.
