How do things work now? Currently, people have to wait until their first day of leave to apply for it. The legislation lets Californians do the paperwork up to a month ahead of the expected leave, to reduce stress when a baby is imminent.
Why hasn't it been implemented? It's bundled into a major overhaul of California's Employment Development Department, which administers unemployment, paid family leave and disability benefits. That project launched in 2022 and is slated to cost more than $1.2 billion.
why it matters: For now, expecting parents and others who need to take family leave will still need to wait to apply. In practice, this means people can go weeks before getting state payments while on family leave.
California passed a law allowing new parents to apply early for paid leave. When will it take effect?
The shift sounds simple enough: Currently, people have to wait until their first day of leave to apply for it. The legislation lets Californians do the paperwork up to a month ahead of the expected leave, to reduce stress when a baby is imminent.
But it's bundled into a major overhaul of California's Employment Development Department, which administers unemployment, paid family leave and disability benefits. That project launched in 2022 and is slated to cost more than $1.2 billion.
In an email, an EDD spokesperson said that the changes in the new law will be incorporated "in system upgrades as part of the EDDNext modernization effort," but did not provide a date. Spokespeople for Senator María Elena Durazo, who sponsored the legislation, and Gov. Gavin Newsom's office both referred LAist to EDD for answers.
For now, expecting parents and others who need to take family leave will still need to wait to apply. In practice, this means people can go weeks before getting state payments while on family leave.
What's the EDDNext modernization effort?
The effort to remake EDD and upgrade its technological systems is a years-long process that was launched in the aftermath of the COVID-19 pandemic, according to the project's deputy director Ron Hughes, who spoke on a podcast about the program last year.
" We're introducing lots of changes in technology in a very short period of time," he said.
According to a recent report from California's Legislative Analyst's Office on the state's 2025-2026 budget, in the next fiscal year it's expected that a new project will replace EDD's current systems for disability insurance, paid family leave and unemployment insurance.
Is it normal for changes to family leave to take time?
The delay in implementing a change to family leave is typical, according to Katherine Wutchiett, a senior staff attorney with Legal Aid at Work and expert on paid leave. She cited a 2022 law that increased leave payments for workers who take time off to care for a new child or sick family member. Those changes just took effect this January.
Another example: a 2022 law requires EDD to collect demographic data for recipients of disability benefits. Those changes might not begin before a July 2026 deadline.
"It's my understanding that with the technological systems the EDD has, sometimes it takes some time to implement changes to the system," Wutchiett said. "It's not unusual for bills that impact paid family leave and state disability insurance to take a few years to go into effect."
Why was this law passed in the first place?
The law allowing Californians to apply early for paid family leave is meant to help working class women and people who can't afford to take a few weeks off unpaid while waiting for their benefits to kick in.
"Workers who do not have the savings to cover several weeks of expenses without their regular income while waiting for…benefits are less likely to take leave from work," according to a fact sheet from Durazo.
The new legislation will let people apply 30 days ahead of when they expect to take leave. It requires that the state pay benefits within 14 days of receiving a claim, or as soon as leave begins.
Lower income workers take leave at lower rates than higher income workers, according to a 2022 report from the California Budget & Policy Center. "This is especially the case for workers with low wages who are disproportionately women, Black, and Latinx Californians," that report states.
In a report on maternal health equity in California released this month, 47% of Black and Latina women reported difficulty accessing or not being able to access paid family leave for their child's birth.
According to Shakari Byerly, who directed the research, that number is even higher — 51% — for survey respondents on Medi-Cal, the state's health insurance for low-income people.
"It really underscores the importance of economic supports for the ability of women to have healthy birthing experiences," she said.
David Wagner
covers housing in Southern California, a place where the lack of affordable housing contributes to homelessness.
Published May 1, 2026 1:49 PM
The Stanley Mosk Courthouse in downtown Los Angeles is one of the nation’s busiest trial courts.
(
David Wagner
/
LAist
)
Topline:
In an attempt to resolve evictions before they go to trial, the Los Angeles County Superior Court has launched new programs that seek to facilitate settlements by giving free attorneys to tenants and financial relief to landlords who are owed back rent.
The goal: Presiding Judge Sergio Tapia said the pilot programs are designed to stem the tide of evictions, which have risen sharply since the COVID-19 pandemic.
The reaction: Both tenant and landlord attorneys agree that settlements can often be the best path for both parties. But lawyers who represent landlords say their clients often feel local government is increasingly putting money toward helping renters, while leaving property owners struggling.
Read on... to learn how two programs at the Stanley Mosk and Compton courthouses work.
In an attempt to resolve evictions before they go to trial, the Los Angeles County Superior Court has launched new programs that seek to facilitate settlements by providing free attorneys to tenants and financial relief to landlords who are owed back rent.
Presiding Judge Sergio Tapia said these pilot programs are designed to stem the tide of evictions, which have risen sharply since the COVID-19 pandemic.
“We're trying to show litigants across the board, whether it’s tenants or landlords, that the court is the opportunity to try to find resolution faster,” Tapia told LAist.
Both tenant and landlord attorneys agree that settlements can often be the best path for both parties.
One program launched last month in downtown L.A.’s Stanley Mosk Courthouse gives tenants the right to request a mandatory settlement conference overseen by a court-appointed settlement officer.
These tenants, who rarely come to court with legal representation, will be given a free attorney to guide them though the settlement conferences, as long as they earn less than 125% of the federal poverty level.
But lawyers who represent landlords say their clients often feel local government is increasingly putting money toward helping renters, while leaving property owners struggling.
Where does funding come from?
Facing eviction without a lawyer “puts people at such an enormous disadvantage, when landlords normally have lawyers,” said Conway Collis, president of the Mayor’s Fund for Los Angeles, a nonprofit that is helping to fund the Mosk program’s free attorneys.
Other funding comes from Stay Housed L.A., a legal aid partnership funded by the county of L.A. and the city of L.A. through its “mansion tax.”
Landlords will be required to notify tenants about the program in the eviction paperwork they serve to tenants.
Settlement officers come from the court’s pool of temporary judges, who handle lower-level cases, such as traffic infractions. Other officers are retired judges or trained lawyers.
The settlement conferences are being held on the same day as regularly scheduled court hearings, one floor down from the Mosk courthouse’s eviction department.
How are the conferences working so far?
Elena Popp, the executive director of the Eviction Defense Network, which is providing lawyers for the program, said that on one recent day, landlords and tenants were able to reach mutually agreeable settlements in about half the conferences.
“We settled one,” Popp said. “We are very close to settling a second one. The other two are way further apart because the tenant really wants to stay on, but the landlord really wants them to go.”
Settlement deals look different in each case, Popp said. Sometimes they involve landlords letting tenants stay if they pay overdue rent. In other cases, tenants are given additional time to find new housing before they must leave. When settlements are reached, cases are sealed so that evictions won’t be visible on a tenant’s record, a black mark that makes it very difficult to find new housing.
When settlements can’t be reached, landlords and tenants go back upstairs to resume their normal proceedings, Popp said.
No matter how cases are resolved, she said, tenants can’t be expected to navigate legally complex processes on their own.
“One of the things that we stressed when we were setting this up is that you absolutely have to have a lawyer,” Popp said.
Compton program pairs settlements with money to landlords
Another pilot program launched last month at the Compton courthouse offers up to $10,000 to cover rent owed to landlords in cases that settle. Landlords will be required to inform tenants about the settlement conferences. To qualify, either the tenant or the landlord must earn no more than 120% of the area’s median income.
The settlement conferences at the Compton courthouse are overseen by Community Legal Aid of Southern California, and rent relief funding is administered by L.A. County’s Department of Consumer and Business Affairs.
Attorney Aaron Kohanim, who represents landlords, said he advises his clients to settle whenever possible, because going to trial is “a casino — you don't know if you're going to win.”
But he also said landlords generally view taxpayer-funded attorneys for tenants as unfair.
“Only one side gets a piece of that pot,” Kohanim said. “Landlords have to pay out of pocket for their attorneys. And on top of that, they are not allowed to collect rent in the middle of the case, so they're getting beaten by two different angles, versus a tenant who is just living there rent-free and they get a free lawyer.”
Tapia said the programs are currently limited to the Mosk and Compton courthouses because of funding constraints and limited resources. But the judge said if they prove successful, they could be expanded county-wide.
“If we're able to show success, that will allow us to recruit a more robust set of settlement officers to perhaps expand,” Tapia said. “We need to see how this pilot plays out first.”
AAA has been testing exactly how big an effect temperatures have on modern EV batteries. In its latest research, shared exclusively with NPR, it found that hot temperatures reduced range by an average of 8.5%. Cold weather cut vehicles' range by a whopping 39%.
Poor winter performance: AAA ran similar tests back in 2019 with a different vehicle lineup. Back then, the cold weather hit to range was approximately the same, while the high-temperature range loss was higher, 17%. The different slate of vehicles complicates direct comparison, AAA warns, but does suggest some improvements in how EVs handle the heat. But not the cold. "There's been a lot of technology changes," says Greg Brannon, the director of automotive engineering at AAA. New battery chemistries; more efficient EV designs; fancier software. But when it comes to winter range performance, "the electric vehicles actually didn't change all that much from back in 2019."
What the results mean for drivers: Electric vehicle batteries are a lot like people, in one important respect: They're most comfortable in temperatures around 65 to 75 degrees Fahrenheit. When the weather gets much colder or hotter than that, a battery works less efficiently. It has to work harder, too, to keep the vehicle's cabin comfortable for its equally picky human occupants. Drivers need to be prepared for their real-world range to shrink in the winter — and to a lesser extent, at the height of summer.
Greg Brannon, the director of automotive engineering at AAA, at the Automotive Research Center in Los Angeles.
(
Courtney Theophin/NPR
)
What the results mean for drivers: These results show that drivers need to be prepared for their real-world range to shrink in the winter — and to a lesser extent, at the height of summer. EVs can still be practical choices in hotter or colder climates, as long as drivers adjust for predictable range loss. "It can be overcome," says Brannon. "But you have to plan for it."
A treadmill in a freezer
AAA conducts these tests at its own expense, part of a slate of research the group does into emerging vehicle technology for the benefit of auto club members. The tests are carried out at its Automotive Research Center in Los Angeles. Specifically, inside the historic headquarters of the Automobile Club of Southern California: a Spanish Revival-style building, all stucco and red tiles, built around a century-old Moreton Bay fig tree, with a courtyard filled with oranges, palm trees and fountains.
It's possibly the most picturesque place for a California driver to get a smog check. (Yes, AAA offers that here.) But it's not, at first glance, a likely spot for testing how vehicles perform in extreme temperatures, especially not on an April day in the mid-60s. (The locals complained about it as "jacket weather.")
The Automotive Research Center in Los Angeles, located inside the historic headquarters of the Automobile Club of Southern California.
(
Courtney Theophin/NPR
)
But tucked away inside this building is a room that's heavily insulated and packed with powerful heaters and coolers. It can be cranked down to 20 degrees Fahrenheit, or up to 95.
Inside, there's enough space for a single vehicle, parked very carefully on top of two giant steel rollers — each of them 4 feet in diameter — that are hidden beneath floor level.
This is a chassis dynamometer, or "dyno" for short. "For lack of a better term, I guess it's kind of like a treadmill for a car," says Megan McKernan, who manages the research center.
For each test, the two rollers are carefully positioned to match up with the wheels of the test vehicle. Then the car is driven right on top of them, making sure the wheels touch nothing else. The vehicle is tied down with heavy, bright-pink chains, so it can't move forward off the "treadmill."
A test vehicle is positioned on a chassis dynamometer. "For lack of a better term, I guess it's kind of like a treadmill for a car," says Megan McKernan.
(
Courtney Theophin/NPR
)
Now, it's time for Richard Gonzalez to "drive" the vehicle — without actually going anywhere. Once he gets inside and presses the accelerator, the wheels make those giant rollers turn. For hours.
This is about as fun as it sounds. Gonzalez much prefers other parts of his job, like track tests, where AAA evaluates how well cars can, say, automatically brake to avoid pedestrians. But podcasts help pass the time.
The point is to see how far the battery can go, under these controlled conditions, at a certain temperature.
Once the car's battery is drained so much that it can't maintain highway speeds, the test is over. And AAA has a new data point showing how well a certain model's battery can take cold or heat.
A small hit in the summer, a big one in the winter
EVs are not the only kinds of cars that suffer in the cold. AAA also tested hybrids this time around and found a nearly 23% average loss in fuel economy in the 20 degrees F test.
"Internal combustion engine vehicles also lose range in extreme cold weather," points out Ed Kim, the chief analyst with the research group AutoPacific, who was not involved in AAA's research. The Environmental Protection Agency has estimated a 10% to 30% drop in gas vehicle fuel economy in cold weather, depending on the type of trip. "This isn't a problem that's exclusive to EVs. This happens to basically any kind of vehicle when it gets really cold."
Electric vehicles are parked in Geiranger, Norway. The country has the highest rate of EV adoption in the world.
(
Martin Berry/UCG/Universal Images Group via Getty Images
)
But in the U.S., it's a different story. Kim says that EVs have taken off much more in states where temperatures are warm or mild than in the chilly Midwest. State policies and charger availability also play a role, but Kim says fears about winter range — both valid concerns and misinformation-fueled myths — are a factor.
Still, Kim says even with a significant amount of range loss, many drivers in cold-weather regions would still find an EV more than sufficient for their daily needs. "How many people are actually driving more than 200 miles in a day?" he asks rhetorically.
Tips for getting the most from a battery, year-round.
Range loss from extreme temperatures is inevitable, but EV drivers can prepare for it.
First, pick the right vehicle to battle the temperatures where you live. Some are better than others at handling cold or heat. There are several guides; the most fun comes from a Norwegian auto club that does a head-to-head test every year on a wintry mountain.
A little forward planning helps, too, Kim and Brannon both say. For an EV driver who charges at home overnight and has a typical commute, reduced winter range likely won't affect daily driving at all. But if you don't have a home charger or you're going on a long trip, factor range reduction in when you think about when and where you'll charge. And if you're fast-charging, try to do it on a battery that's been warmed up; charging is slower on a cold battery.
Brannon also recommends that drivers start their climate control while their vehicle is still plugged in. "Pre-conditioning" like that means that when you warm up the car's battery and its interior, you pull power from the grid, not your battery. That saves your vehicle's juice for your drive.
McKernan notes that if you have heated or ventilated seats, using those instead of the air conditioning or heater can be a big boost. The AC and heat are a surprisingly big draw on a vehicle's energy.
And keep your tires inflated to the manufacturer-recommended level and drive at moderate speeds. That boosts your vehicle's efficiency no matter whether it runs on gas, a giant battery or both — and no matter the temperature.
Copyright 2026 NPR
Electric vehicle batteries are a lot like people, in one important respect: They're most comfortable in temperatures around 65 to 75 degrees Fahrenheit.
When the weather gets much colder or hotter than that, a battery works less efficiently. It has to work harder, too, to keep the vehicle's cabin comfortable for its equally picky human occupants.
The result? Electric vehicles can't drive as far or as efficiently in extremely hot or cold weather.
AAA has been testing exactly how big an effect temperatures have on modern EV batteries. In its latest research, shared exclusively with NPR, it found that hot temperatures reduced range by an average of 8.5%. Cold weather cut vehicles' range by a whopping 39%.
AAA ran similar tests back in 2019 with a different vehicle lineup. Back then, the cold weather hit to range was approximately the same, while the high-temperature range loss was higher, 17%. The different slate of vehicles complicates direct comparison, AAA warns, but does suggest some improvements in how EVs handle the heat.
But not the cold. "There's been a lot of technology changes," says Greg Brannon, the director of automotive engineering at AAA. New battery chemistries; more efficient EV designs; fancier software. But when it comes to winter range performance, "the electric vehicles actually didn't change all that much from back in 2019."
Greg Brannon, the director of automotive engineering at AAA, at the Automotive Research Center in Los Angeles.
(
Courtney Theophin/NPR
)
These results show that drivers need to be prepared for their real-world range to shrink in the winter — and to a lesser extent, at the height of summer. EVs can still be practical choices in hotter or colder climates, as long as drivers adjust for predictable range loss. "It can be overcome," says Brannon. "But you have to plan for it."
A treadmill in a freezer
AAA conducts these tests at its own expense, part of a slate of research the group does into emerging vehicle technology for the benefit of auto club members. The tests are carried out at its Automotive Research Center in Los Angeles. Specifically, inside the historic headquarters of the Automobile Club of Southern California: a Spanish Revival-style building, all stucco and red tiles, built around a century-old Moreton Bay fig tree, with a courtyard filled with oranges, palm trees and fountains.
It's possibly the most picturesque place for a California driver to get a smog check. (Yes, AAA offers that here.) But it's not, at first glance, a likely spot for testing how vehicles perform in extreme temperatures, especially not on an April day in the mid-60s. (The locals complained about it as "jacket weather.")
The Automotive Research Center in Los Angeles, located inside the historic headquarters of the Automobile Club of Southern California.
(
Courtney Theophin/NPR
)
But tucked away inside this building is a room that's heavily insulated and packed with powerful heaters and coolers. It can be cranked down to 20 degrees Fahrenheit, or up to 95.
Inside, there's enough space for a single vehicle, parked very carefully on top of two giant steel rollers — each of them 4 feet in diameter — that are hidden beneath floor level.
This is a chassis dynamometer, or "dyno" for short. "For lack of a better term, I guess it's kind of like a treadmill for a car," says Megan McKernan, who manages the research center.
For each test, the two rollers are carefully positioned to match up with the wheels of the test vehicle. Then the car is driven right on top of them, making sure the wheels touch nothing else. The vehicle is tied down with heavy, bright-pink chains, so it can't move forward off the "treadmill."
A test vehicle is positioned on a chassis dynamometer. "For lack of a better term, I guess it's kind of like a treadmill for a car," says Megan McKernan.
(
Courtney Theophin/NPR
)
Now, it's time for Richard Gonzalez to "drive" the vehicle — without actually going anywhere. Once he gets inside and presses the accelerator, the wheels make those giant rollers turn. For hours.
This is about as fun as it sounds. Gonzalez much prefers other parts of his job, like track tests, where AAA evaluates how well cars can, say, automatically brake to avoid pedestrians. But podcasts help pass the time.
The point is to see how far the battery can go, under these controlled conditions, at a certain temperature.
Once the car's battery is drained so much that it can't maintain highway speeds, the test is over. And AAA has a new data point showing how well a certain model's battery can take cold or heat.
A small hit in the summer, a big one in the winter
EVs are not the only kinds of cars that suffer in the cold. AAA also tested hybrids this time around and found a nearly 23% average loss in fuel economy in the 20 degrees F test.
"Internal combustion engine vehicles also lose range in extreme cold weather," points out Ed Kim, the chief analyst with the research group AutoPacific, who was not involved in AAA's research. The Environmental Protection Agency has estimated a 10% to 30% drop in gas vehicle fuel economy in cold weather, depending on the type of trip. "This isn't a problem that's exclusive to EVs. This happens to basically any kind of vehicle when it gets really cold."
Electric vehicles are parked in Geiranger, Norway. The country has the highest rate of EV adoption in the world.
(
Martin Berry/UCG/Universal Images Group via Getty Images
)
But in the U.S., it's a different story. Kim says that EVs have taken off much more in states where temperatures are warm or mild than in the chilly Midwest. State policies and charger availability also play a role, but Kim says fears about winter range — both valid concerns and misinformation-fueled myths — are a factor.
Still, Kim says even with a significant amount of range loss, many drivers in cold-weather regions would still find an EV more than sufficient for their daily needs. "How many people are actually driving more than 200 miles in a day?" he asks rhetorically.
Tips for getting the most from a battery, year-round.
Range loss from extreme temperatures is inevitable, but EV drivers can prepare for it.
First, pick the right vehicle to battle the temperatures where you live. Some are better than others at handling cold or heat. There are several guides; the most fun comes from a Norwegian auto club that does a head-to-head test every year on a wintry mountain.
A little forward planning helps, too, Kim and Brannon both say. For an EV driver who charges at home overnight and has a typical commute, reduced winter range likely won't affect daily driving at all. But if you don't have a home charger or you're going on a long trip, factor range reduction in when you think about when and where you'll charge. And if you're fast-charging, try to do it on a battery that's been warmed up; charging is slower on a cold battery.
Brannon also recommends that drivers start their climate control while their vehicle is still plugged in. "Pre-conditioning" like that means that when you warm up the car's battery and its interior, you pull power from the grid, not your battery. That saves your vehicle's juice for your drive.
McKernan notes that if you have heated or ventilated seats, using those instead of the air conditioning or heater can be a big boost. The AC and heat are a surprisingly big draw on a vehicle's energy.
And keep your tires inflated to the manufacturer-recommended level and drive at moderate speeds. That boosts your vehicle's efficiency no matter whether it runs on gas, a giant battery or both — and no matter the temperature.
Copyright 2026 NPR
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Los Angeles Mayor Karen Bass' Executive Order 17 prohibits federal agents from staging immigration operations from city-owned property. A sign photographed April 29, 2026, was recently installed near Echo Park.
(
Christopher Damien
/
The LA Local
)
Topline:
The LA Local recently spotted them at Hollenbeck Park’s parking lot and at various parking lots close to Echo Park. The mayor’s office told The LA Local the city has installed 500 of them at various locations, including at MacArthur Park, Lafayette Park, the Los Angeles Zoo and Metrolink stations.
More details: The city has received no reports that agents have used the city-owned spaces since the signs were installed. A spokesperson for the mayor’s office said that the city could sue for a restraining order if federal agencies violate the prohibition.
Why were the signs posted? Mayor Karen Bass ordered that these signs be posted on all city-owned property in February as part of her Executive Order 17. A spokesperson for the mayor’s office said they placed the signs in locations “identified as more likely to be used for [Immigration and Customs Enforcement] operational activity.”
While deciphering posted parking regulations around L.A. lately, you may have noticed new signs.
“This property is owned or controlled by the city of Los Angeles,” the shiny red-and-white placards say. "It may only be used for its intended purpose and not used for immigration enforcement as a staging area, processing location, or operations base.”
The LA Local recently spotted them at Hollenbeck Park’s parking lot and at various parking lots close to Echo Park. The mayor’s office told The LA Local the city has installed 500 of them at various locations, including at MacArthur Park, Lafayette Park, the Los Angeles Zoo and Metrolink stations.
The city has received no reports that agents have used the city-owned spaces since the signs were installed. A spokesperson for the mayor’s office said that the city could sue for a restraining order if federal agencies violate the prohibition.
Why were the signs posted?
Mayor Karen Bass ordered that these signs be posted on all city-owned property in February as part of her Executive Order 17. A spokesperson for the mayor’s office said they placed the signs in locations “identified as more likely to be used for [Immigration and Customs Enforcement] operational activity.”
Since the federal government began sweeping operations in Los Angeles last year, immigration advocates and community members have called for the city to do more to keep immigrant residents safer.
In response, Bass issued Executive Order 17, saying the “City must and can do more to protect our City and all who live, work and visit the City of Angels.”
A sign at MacArthur Park prohibits federal agents from using city-owned property to stage for immigration enforcement operations.
(
Courtesy City of Los Angeles
)
How have federal immigration operations involved city property and employees?
In July 2025, about 100 federal agents conducted an operation in MacArthur Park. Days later, Bass issued a separate executive order clarifying the city’s property and resources could not be used for federal immigration enforcement.
Meanwhile, LAPD Police Chief Jim McDonnell has made repeated statements that he doesn’t agree with or plan to enforce various state laws requiring federal agents to identify themselves and do their work without a mask. (After the Trump administration filed lawsuits, courts have blocked various provisions of those state laws in court anyway.)
Some advocates and Angelenos have called on LAPD to draw a clearer line between the local policing work they are responsible for and the immigration enforcement federal agents do.
Bass’ February order requiring the signs be installed came soon after.
The city has also prohibited its employees from working second jobs with federal immigration enforcement.
What else does Executive Order 17 do?
The order states that unless federal agents have a warrant or court order, they are not allowed to use city-owned or operated property to stage for operations. It also requires LAPD officers to identify federal agents and record their interactions with them. The police commission has since started to publicly report basic details about those interactions.
What happens if federal agents use the city spaces anyway?
The order does not establish what penalties federal agents could face if they are found to be using city property for staging. A spokesperson for the mayor’s office said that the city could sue or pursue a restraining order if federal agencies violate the prohibition.
“Any necessary response will be handled in accordance with the Executive Order and applicable City protocols,” the city statement said.
Tiffany Ujiiye
is an editor on LAist's mighty and nimble daily news desk, leading coverage from bald eagles to local government.
Published May 1, 2026 10:58 AM
A Waymo car drives along a street on March 01, 2023 in San Francisco, California. The service is coming to L.A.
(
Justin Sullivan/Getty Images
/
Getty Images North America
)
Topline:
California law enforcement will soon be able to issue traffic tickets to driverless cars, such as robotaxis and Waymos. The Department of Motor Vehicles announced this week that it adopted the new rules, which go into effect July 1.
Why are we ticketing robots? The rules are meant to enhance safety requirements, oversight and enforcement, according to the DMV. Driverless robotaxis, such as Waymo, have taken over parts of Los Angeles and caused outcry for crashing into parked cars in Echo Park or injuring a child near a Santa Monica elementary school. Other companies, such as Zoox, also plan to expand into Los Angeles. Waymo did not immediately respond to LAist’s request for comment.
What are the rules: According to the new law, officers can issue a notice to the manufacturer if they see an autonomous vehicle break traffic laws. Manufacturers that don’t comply could have their permits restricted or suspended.
Other highlights:
Local emergency officials can issue electric geofencing boundaries to clear autonomous vehicles from active emergency zones.
Local governments can also issue temporary “do not enter” or “restricted” zones in response to public safety issues.
Carmakers must provide access to the manual override system on autonomous vehicles and allow two-way communication lines between operators and first responders.
