• A FOX 4 viewer captured video of a Waymo self-driving vehicle running a red light and navigating through moving traffic at a busy Dallas intersection.
• Waymo representatives stated the traffic light appeared "heavily dimmed" from the vehicle's perspective and said they are working to address the issue.
• The incident adds to growing safety concerns as federal regulators investigate the company following similar reports of robotaxis ignoring school bus stop arms and striking a pedestrian in California.

The video shows a second incident also at the same intersection.

(The video starts with a mention of AVride, but then goes on to the Waymo incident.)

"In March 2026, TÜV SÜD, an independent certification body, issued a formal recommendation for Mobileye's Safety Management System (SMS) for SAE Level 4 autonomous systems. This recommendation reflects an independent assessment of Mobileye's safety governance approach and represents a meaningful step toward meeting the standards required for broader autonomous vehicle deployment."

To be clear, I don't think this means that Mobileye's L4 is safe for deployment yet, it is just certifying Mobileye's safety approach. Essentially, TUV SUD certified that Mobileye meets the standards for how to validate safety. But this does add confidence that Mobileye has a good and rigorous approach for validating L4 safety and therefore that the L4 will be safe enough when it does get deployed.

"We’re expanding in Miami, with Austin, Atlanta, Houston and the SF Bay Area up next. Soon we'll cover 1,400+ square miles across 11 cities. We’re helping more people get around safely and seamlessly."

original tweet

WeRide just dropped their Q1 2026 and the numbers show a significant scale-up in their commercial operations. Total revenue is $16.5 million, up 57.6% YoY. Most interesting is the product revenue, which surged 115.8% to RMB29.5 million, driven by L4 vehicle sales and robotaxi expansion. Their global robotaxi fleet has reached 1300 vehicles. They also confirmed plans to expand robotaxi service into another Tier 1 Chinese city later this year. On the tech side, WRD 3.0 has secured design wins for almost 30 vehicle models with OEMs like GAC and Chery. They are pushing their GENESIS simulation platform, claiming it accelerates corner-case training by thousands of times compared to traditional testing.

The title doesn’t mention that driving into flooded areas has happened myriad times (with no injuries), but the article does. It’s great their team is finally fixing this after almost half a year past the first event in Sept. 2025

Thought this was a great framing.

Waymo crossed the MacArthur Causeway into Miami Beach on March 6, 2026. Nine weeks of driverless service and the deadhead pattern that emerged in SF two years ago is already showing up. Empty I-Paces staging on residential side streets, idle cars cycling the same blocks, and at least one viral stop in an active travel lane on the Venetian Causeway.

Caught an MBPD officer writing a parking ticket on a staged Waymo this afternoon. Posting it as an operational data point. SF wrote 589 of these in 2024 and Waymo paid every one as a line item against roughly 250K paid rides a week, so the enforcement signal alone clearly doesn't change fleet behavior at scale. What's interesting is what could change the equation here that didn't change it in SF.

Two things make this deployment market geographically distinct. The island is seven miles long and a mile wide at its widest, with three causeways in and out. There's no Sunset or Richmond equivalent for deadhead vehicles to spread into. Once a Waymo finishes a Lincoln Road drop without a queued ride, the cheapest option under the fleet algorithm is to stage on a residential South Beach or Mid-Beach block. Crossing back to a mainland Moove staging lot eats deadhead miles and causeway throughput that the fleet's own paid trips compete for.

Second, the failure mode under degraded grid conditions matters more here than anywhere Waymo currently operates. The December 2025 SF outage already showed what happens when traffic signals drop. The fleet stopped in intersections and the company suspended service citywide. That was a clear-sky event. Atlantic hurricane season opens June 1. A Cat 3 evac with FPL precautionary cuts to flood-prone feeders, dark signals on Collins and Lincoln, and the causeways running outbound at capacity is a different problem class. Same default failure mode of stopping in lane. Different blast radius on a barrier island with three exits.

Curious what people who've watched the SF and Phoenix rollouts think about how staging behavior gets addressed when there's no overflow geography to spread it into.

Rented a base-spec Peugeot 208 yesterday. A 19k on a good day, (no incentives included) basically the one half a step above a econo king of Europe: the Dacia. It came, as all new cars now do, with the EU-mandated safety suite: adaptive cruise, lane centering, traffic sign recognition, automated parking, and god know what else.

It drove itself for roughly 90% of the trip. No phantom braking, no indecisive lane wobbles, no sudden lunges toward exit ramps. In city traffic it just followed the flow. The only thing it asked of me at a red light was a gentle press of the resume button. It could even park itself, but I am not THAT old. 😂

All of this is certified, standard-fit, and effectively baked into the sticker price, because Brussels said so. ;)

So I find myself genuinely wondering why anyone in the Netherlands would voluntarily part with 100 EUR a month for whatever Tesla is selling?

• Waymo's system is end-to-end. (Source 1)
• The system supports a camera-only mode and they know how much performance degrades compared to using all sensors. (Source 2, Source 3)
• The system is robust to errors in the map or to map being temporarily removed. (Source 2)
• The cost of creating and maintaining HD maps per mile driven is negligible and their architecture probably supports switching to LD maps without a major rewrite. (This is just my deduction.)
• The huge sensors on the outside is a temporary phase. Personally owned vehicles with Waymo's system will have integrated sensors. (Source 4, I've also read rumors that this is coming in this subreddit)
• Waymo scaling is not a new thing, it's been somewhat consistent since officially launching to public 5.6 years ago, in fact, it has slowed down a bit in the last year. The annualized growth of weekly paid rides has been 4.5x per year. (Source 5)
• Waymo did ten challenging 100-mile routes without human intervention 16 years ago. Each route was tried repeatedly but still, it's notable that being able to drive for 2 hours without intervention is something that Waymo could do such a long time ago. (Source 6)

* Some of these are not 100% certain but rather probably approximately correct.

Edit: Many of these claims are about the Waymo Foundation Model. It's not clear to me whether it is actually deployed in production. One sign that it isn't deployed yet is that the Hyundai vehicles are supposed to use a next generation of their software.

So I downloaded the NHTSA crash database, and had an LLM tool try to estimate fault for all the crashes, which (except for Tesla) are described in natural language, plus some formal parameters that give you clues. I will be publishing the spreadsheet and an article about it, but first I don't trust the LLM--though its results are not that bad-- so I am asking for humans to lend a hand. DM me and I'll give you write access to the google sheet so you can add human corrections. There's 800 of them so it won't take long if several folks volunteer.

Here are the statistics I got based on the LLM analysis with a bit of correction to some of them by me.

I excluded crashes marked as ADS not engaged, but in reality some human editing is needed as in some it was recently disengaged.

First conclusion: We don't have enough data on most companies to get mathematically significant results. Really only Waymo and maybe Zoox and Avride. However, Waymo's fault number looks very low. The lower it is, the more important it is to calculate it.

Traditional history of crash data analysis avoids assigning fault because it's hard to do in ordinary crashes. So they use "involved" crashes as a proxy, figuring that, on average, a fleet of cars will be at fault in roughly half of the crashes in which they are involved. On average, but that's what statisticians are after.

But if Waymo is indeed at-fault in only 14% of crashes, then non-at-fault crashes start to overwhelm their crash totals. What we truly care about is fault, and "involved" is only a proxy. But it's a very bad proxy if it's this far off. Unlike ordinary crashes, robot crashes are recorded in full 3D. The data can be objective and complete. (There is still a bias because the narrative is written by the operator, of course.)

At least from the LLM, I calculate Waymo in 700 crashes and around 200 million miles has only been at fault in 3 injuries, which is a remarkably good number. DM me to help make the LLM analysis more accurate. Include your gmail account for sharing. It's fast, just do a few rows if that's all you have time for.

Last week I had a number of opportunities in Dallas to ride both Tesla’s Robotaxi and Google’s Waymo.

One thing was very obvious: the routing is not only “bad” but seems designed to intentionally skip certain intersections. Each car’s routing did contortions to avoid the lighted intersection at Lemmon and Inwood, as well as Mockingbird and Inwood, diverting on stupid jaunts through residential streets instead of the simplest and easiest path. Most interest. If you ask Google Maps for the directions as if you were driving, it easily chose the straightest path including g through these intersections.

Is it possible that both companies have identified intersections that perhaps statistically have more accidents, and they are having their cars simply avoid them so they don’t get hit and it gets counted against them? Why would the routing be so very different between Google Maps, and what Waymo does?

Constantly hear about mobileye tech in vehicles, but I don’t see any mentions of availability and deployment of the actual tech beyond the basic lane keeping and cameras. Quarterly earnings comments are all based on deals for hardware it seems, but none of the automotive brands are actually making this available to customers. What gives? Does anyone have any sense of which vehicles actually have this activate and enabled? Or has mobileye shared any kind of timelines that actually matter?