Federal bill targets robotaxi safety gaps after emergency response failures

A California congressman has introduced federal legislation that would impose minimum safety standards on robotaxi operators and give cities direct control over where autonomous vehicles can drive during emergencies. Rep. Kevin Mullin unveiled the AV Emergency Response Coordination Act on Tuesday at a press conference in San Francisco, where Waymo operates hundreds of robotaxis for paying customers. The bill arrives after months of documented incidents in which autonomous vehicles have blocked ambulances and fire trucks, driven into active crime scenes, and failed to recognize safety signals like traffic cones and flares.

The pattern has become impossible for regulators to ignore. In early July, the National Highway Traffic Safety Administration sent a letter to autonomous vehicle developers stating the agency had identified "a clear pattern of driverless AVs interfering with law enforcement and other first responders." The agency demanded solutions by month's end—a deadline that has passed without resolution. San Francisco fire chief Dean Crispen described the situation bluntly: robotaxis are picking up and dropping off passengers directly in front of fire stations and ambulance facilities, obstructing emergency access. He noted that while the fire department has worked cooperatively with AV operators, the pattern of incidents shows that voluntary cooperation is not enough.

Mullin's bill would require autonomous vehicle companies to establish clear emergency protocols for first responders, operate a 24-hour hotline giving public officials direct access to company operations centers, and direct the National Highway Traffic Safety Administration to develop minimum national emergency response standards. The most significant provision would allow cities and public safety officials to "geofence" autonomous vehicles—essentially drawing digital boundaries that restrict where robotaxis can operate during emergencies or other safety hazards. This shifts power from companies to municipalities in real time, rather than relying on industry self-regulation.

The geofencing authority represents a fundamental change in how autonomous vehicles would be governed. Instead of waiting for companies to voluntarily reroute their fleets, city officials would have an immediate tool to prevent robotaxis from entering restricted zones. For an industry that has largely operated under light-touch regulation, the provision amounts to a significant constraint on operational freedom.

San Francisco mayor Daniel Lurie has been pushing for stronger rules after a July 4 traffic jam compounded by Waymo robotaxis that had run out of power, blocking key streets. He also cited a December power outage that left dozens of Waymo vehicles stranded. Speaking at the press conference, Lurie framed the issue in terms of basic city function: residents and visitors need to move safely through the city, and police and fire departments must be able to reach people in emergencies. Waymo responded to the bill by saying it has "long supported" a federal framework and that establishing minimum guidelines would provide the industry and public safety community with a consistent framework. The company emphasized that its emergency response protocols and training with first responders are critical components of its operations.

The timing reflects growing frustration across multiple levels of government. Mullin is hardly alone in criticizing autonomous vehicle operators—over recent weeks, elected officials and federal regulators have raised concerns about interference with first responders. The bill's introduction this week signals that Congress is prepared to move beyond letters and public pressure toward binding requirements. For companies like Waymo and Zoox, the legislation represents a test: demonstrate progress on emergency response coordination, or face federal mandates that could significantly restrict where and how they operate.