The Brief

A year ago, California officials had to report under a new state law how they used automated systems to make important decisions about people’s lives.

They said they never did — a startling answer for a number of reasons, sources told CalMatters at the time, including that there were several prominent examples to the contrary.

Now, the state has issued a more expansive answer: It is currently using six automated systems to make consequential decisions about the lives of Californians.

The systems are used to do things like:

• Predict whether incarcerated people will re-offend 
• Evaluate whether unemployment claims are fraudulent
• Remotely administer exams for California State University students 
• Detect when college students use generative AI to write assignments.

That's according to a report released Friday by the state's technology department. The report is required under a 2023 law mandating that that state agencies annually disclose their use of “high-risk automated decision systems,” which the law defines as systems “used to assist or replace human discretionary decisions that have a legal or similarly significant effect, including decisions that materially impact access to, or approval for, housing or accommodations, education, employment, credit, health care, and criminal justice.”

The law was pushed by civil rights, privacy, and civil liberties groups concerned about harms from AI-like systems. Numerous such systems have been shown to produce results biased against marginalized groups, including those used for high-stakes testing, predicting recidivism, and detecting AI-generated texts.

CalMatters flagged last year’s report as surprising, noting that the state corrections department had reported using software to predict post-release behavior and that the employment department used a fraud detection system that paused benefits for 600,000 Californians between Christmas and New Years in 2020, according to a Legislative Analyst’s Office report.

Though the report names six high-risk systems in use today, state agencies have used some for several years now. Those include COMPAS, which has been used by the California Department of Corrections and Rehabilitation to assign recidivism scores to inmates for at least a decade.

The technology department said in the report that it found more systems for its report this year because it evaluated responses from state agencies more thoroughly, including by meeting with agencies and questioning them about their systems.

In addition to the six high-risk systems, the department’s report disclosed an additional six systems initially flagged as high risk but later determined not to be. One was AI used for legislative bill analysis by the California Department of Finance.

The report also notes two high-risk systems that are not currently in use: the Department of Cannabis Control is developing artificial intelligence to analyze whether marijuana packaging violates a law against appealing to children and California State University discontinued use of a language model for reviewing job applications.

Results of the second annual survey come after cities like San Jose and San Francisco released their first AI inventories in recent months. They also come at a time when California-based AI companies like Anthropic and OpenAI are going public and seeking government contracts. Americans are split on whether they trust AI and surveys last year by TechEquity and Carnegie California found that the majority of Californians want safety over innovation. A Gallup poll to evaluate the opinions of Americans found similar results.

Senate Bill 1248, a bill that would have prohibited state employees from using automated decision systems as the sole basis for decisionmaking, was killed last month in the state’s rapid-fire appropriations process.

What’s missing

While the newly-released report shares more information than last year’s, several questions remain about the state’s use of artificial intelligence and other automated systems.

The report does not include generative AI pilot projects underway with support from the governor’s office to do things like help businesses file taxes, support state employees who work on homelessness, and an AI assistant named Poppy that uses language models like Anthropic’s Claude to do things like draft documents, research policy, or build custom AI tools, according to a state website. The website says that 67 state departments provided input during the pilot phase and statewide rollout of Poppy begins next month.

A California State University contract with OpenAI to provide a version of ChatGPT is also not mentioned, though surveys of AI use in educational settings have found that the technology can do more harm than good.

The 2023 law mandating the annual high-risk systems report excludes reporting by a number of state agencies, including the judicial branch and the University of California college system. Reporting by CalMatters last month found that a majority of the roughly 60 courts that operate statewide have adopted generative AI use policies. Courts in Los Angeles and Riverside counties have begun testing an AI tool to act as a clerk, drafting orders and producing research memos.

CalMatters is compiling an inventory of automated decisionmaking systems in use by state and local agencies throughout California in order to provide transparency into how governments are using decisionmaking systems and AI. Know about an AI system in use by a state or local agency? Email khari@calmatters.org.

This article was originally published on CalMatters and was republished under the Creative Commons Attribution-NonCommercial-NoDerivatives license.

This story first appeared on Long Beach Post.

Long Beach announced Wednesday that Fire Chief Dennis Buchanan will retire after more than 33 years with the department. His last day will be Dec. 11.

Buchanan spent more than three years at the helm after taking over for former Fire Chief Xavier Espino in February 2023.

In doing so, Buchanan became the department’s first Black-and-Latino chief.

“His legacy will be felt for years to come, and we are deeply grateful for his service,” City Manager Tom Modica said in a statement.

Buchanan’s tenure ushered in two new fire stations: Station 20 at the Port of Long Beach and Station 9 in the Los Cerritos neighborhood.

Last year, the department also added an around-the-clock ambulance unit, the first addition of that kind of unit in the past four decades.

But a few months ago, the department also saw cuts that eliminated dozens of full-time positions and shut down Engine 14 near the Colorado Lagoon — a move that trimmed about $3.88 million from the department’s $200 million annual operating budget. The reductions prompted some fierce pushback from the community and firefighters who warned it would increase response times. Under his tenure, the department also had to navigate increased demand on paramedics.

Buchanan, a Southern California native, joined LBFD in 1993 after pursuing a professional soccer career that led him to play in Mexico, Brazil and Holland.

He was promoted to fire captain in 2002, then to battalion chief and assistant chief in 2019.

“His rise through the ranks reflected dedication, perseverance and a commitment to opening doors for others,” Mayor Rex Richardson said in a statement.

The city manager will conduct a nationwide search for well-qualified candidates both internally and externally, with the new fire chief expected to be in place by early next year.

Buchanan’s departure is the latest in a string of leadership changes among public safety institutions. Last week, Long Beach Police Chief Wally Hebeish announced he would also retire in December. Earlier this month, Reginald Harris, director of the Department of Disaster Preparedness and Emergency Communications, also announced his retirement.

In a phone call, Lamont Nguyen, president of the city firefighters union, wished Buchanan and his family well in retirement.

Nguyen welcomed the opportunity to work with a new chief, who he said he hopes will “challenge the status quo.”

The busiest year on record so far for the ports of Los Angeles and Long Beach could run aground if bargaining between a small security workers union and shipping companies isn’t resolved.

International Longshore and Warehouse Union’s Local 26, which represents about 250 watchmen who provide security at individual shipping terminals, has authorized a strike that could start at 5 p.m. Sunday.

The union represents about 2% of ILWU’s workforce, but their work is spread across six terminals — split between Long Beach and Los Angeles — that handle more than half of the complex’s cargo, including 85% at the Long Beach seaport.

If the strike is carried out, officials say thousands of other unionized dockworkers — the longshoremen, marine clerks and foremen — could honor the picket lines and not go to work.

That would halt much of the work at the ports — which handle more than 31% of the nation’s containerized cargo — just as the heavy shipping season for holiday merchandise begins to gather steam.

Negotiations have carried on since July 2025, after the contract expired between the union and Pacific Maritime Association, which represents the operators of all 12 terminals at the port complex.

PMA said in a statement it has “put a strong economic package on the table,” that includes wage increases and pension improvements. But no deal has been struck and “significant differences remain.”

“A timely agreement matters not only to the parties at the table, but to the entire Southern California supply chain and to the local, state and national economies that depend on it,” the statement read. “We urge Local 26 to work with us to reach an agreement that avoids a disruption at the nation’s two busiest ports.”

A spokesperson for the union did not immediately respond to requests for comment or say when members voted to authorize the strike.

In the meantime, the ports’ administrators said Wednesday they are closely watching negotiations and remain hopeful some resolution will come about ahead of the weekend.

“Although the Port of Long Beach is not a party to the negotiations, we want to assure our customers that we remain committed to moving cargo through our port safely and reliably,” said Long Beach Port CEO Noel Hacegaba.

Agreements for other unionized dockworkers expire in 2028.

The ports of Los Angeles and Long Beach are by far the nation’s largest container port complex, moving more than 20 million containers in 2025. That trade carried a value of more than $1.6 trillion last year.

In Long Beach last month, the seaport saw a record 997,177 containers — 25% more than last September — in a jump that included 509,390, more than 31% higher than the same month last year.

Hacegaba said that, “While the affected watchmen provide security within individual terminals, port-wide security provided by the Harbor Patrol and the Long Beach Police Department continues uninterrupted during negotiations.”

The CEO of California’s high-speed rail authority resigned late Wednesday, saying he needs to focus on “important personal and family priorities,” according to a copy of the emailed resignation obtained by CalMatters.

“This has not been an easy decision, as leading the Authority has been one of the most meaningful and rewarding chapters of my professional life,” wrote Chief Executive Ian Choudri.

The abrupt announcement comes in the midst of a two-day meeting of the board that oversees the project, which continues Thursday. It follows Choudri’s tumultuous two-year tenure, which has been troubled by budget woes, project delays, transparency concerns and various scandals including the misuse of nearly $600,000 in taxpayer money for questionable trips by rail authority consultants.

Under Choudri, the authority also lost $4 billion in federal funding under President Donald Trump’s administration, after the agency repeatedly missed deadlines required by the funding agreement to buy trains. The state initially sued Trump for the funding but abruptly dropped the lawsuit in December 2025, blaming Trump as “not a reliable partner” and turning to private investors instead.

Choudri did not respond to an email or text from CalMatters requesting comment Wednesday night. It is unclear when his last day will be.

State investigators last month found the rail agency’s consultants flew first class, hailed premium rides and traveled to a nightclub, cigar lounge and restaurants on taxpayers’ dime, sometimes at Choudri’s request. Many of the trips involved traveling to Folsom, the Sacramento suburb where Choudri has a home, sometimes after hours.

The board voted earlier this month to limit Choudri’s contracting authority following the probe, requiring the in-house legal counsel to sign off first on contracts under $25 million.

The board has been weighing additional disciplinary action against Choudri for weeks, including possible termination, according to a source with the authority who spoke on the condition of anonymity because they were not authorized to speak on the matter.

California voters in 2008 approved a $10 billion bond to build a bullet train connecting San Francisco to Los Angeles by 2020, with a projected cost of $45 billion. But progress stalled amid rising costs, legal fights and funding uncertainties.

The authority’s latest business plan said the project could now cost between $126 billion and $231 billion, with the current 171-mile leg between Merced and Bakersfield under construction, and a full buildout expected by 2040.

The board was supposed to decide at the meeting this week if Choudri qualified for a potential $25,000 bonus based on his performance this year, agency spokesperson Micah Flores told CalMatters last month.

Choudri’s compensation this year is more than $534,000, according to agency spokesperson Annie Parker.

Cost overruns, project delays, legal challenges

Choudri was hired in August 2024 after spending decades in transportation engineering, with experience building high-speed rail in France and Spain. The board hired him in part due to his “strong understanding of complex transportation projects,” according to then-board chair Tom Richards.

Under Choudri, the agency has continued construction of the Central Valley segment and is on the cusp of getting environmental clearance from the state for all 500 miles of planned railway between San Francisco and Southern California. Newsom, a big supporter of the rail project, has committed $1 billion a year from the state’s climate fund toward the rail project until 2045.

Choudri has also led efforts to cut consultant contract costs, attract private investments and speed up contracting, rail authority chief of staff Mark Tollefson said during a Wednesday presentation touting Choudri’s achievements.

Ian Choudri, CEO of California High Speed Rail, speaks during a press conference on the high-speed rail project at the Wasco Rail Yard facility in Wasco on Feb. 3, 2026.

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Larry Valenzuela

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CalMatters

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On Wednesday, the board unanimously approved a $772.1 million contract to Germany-based Siemens Mobility, Inc. to design, build and test three seven-car high-speed bullet trains by 2030. The authority will also pay up to $63.7 million in import duties and tariffs, because the trains will be designed and built in Germany.

The vote comes three years after the agency first opened bidding for six trainsets in August 2023 to qualify for more than $3 billion in federal grants, before ultimately losing the funding following missed deadlines.

In his resignation letter, Choudri said he was proud to have transformed the project.

“I took on a project facing significant challenges and serious questions about its prospects for success, and led its turnaround into a successful program,” he wrote.

But the project has continued to face significant cost overruns, schedule delays and lawsuits.

The train agency could run out of cash by December 2027, the office of inspector general warned in July. Meanwhile, the authority failed to make clear in its latest business plan that the Central Valley segment is now expected to be completed by 2034 at a cost likely exceeding $40 billion, the inspector general said.

The authority also based its project schedule on the assumption it would achieve legislative proposals it failed to push through this year.

To save money, the authority proposed shrinking the Merced-to-Bakersfield segment by 9 miles and moving the downtown Merced station to South Merced, in apparent violation of state law. It also requested an exemption from environmental regulations and solicited contractors for the new location, prompting a lawsuit this month from the Central Valley coalition Community Alliance for a Sustainable Economy.

“This challenge follows an unlawful pattern of behavior by the HSRA — proposing to relocate the downtown Merced station, then acting as if that move has been approved when it has not,” the complaint said.

Questionable trips plague the authority

Between 2024 and 2026, employees from four consulting firms working for Choudri's agency billed the state for questionable trips to locations including gyms, a nightclub, an escape room, a tiki bar and a cigar lounge, according to last month’s probe by the inspector general’s office overseeing the rail agency.

Many trips were poorly justified, yet the agency routinely reimbursed them without sufficient vetting, the inspector general said.

One legal consultant traveled between Denver and Sacramento 30 times in a year, charging the state $86,500 in “travel time” payments and an additional $40,800 in reimbursements.

In a testy meeting earlier this month, the board accused them of using the agency as a “piggy bank.”

On Wednesday, authority staff reported that the consulting firms have paid nearly $1.3 million in reimbursements to the agency.

CalMatters filed a public records request last month seeking the questionable travel invoices from the inspector general’s office. The agency provided records only from one firm, Nossaman, arguing that the records for other consultants are related to audits or investigations and therefore are not required to be publicly disclosed under a recent law signed by Gov. Gavin Newsom.

The records that were released were heavily redacted by both the inspector general’s office and the rail agency, which argued much of the information is protected by attorney-client privilege.

This article was originally published on CalMatters and was republished under the Creative Commons Attribution-NonCommercial-NoDerivatives license.

Land in the Portuguese Bend area of Rancho Palos Verdes is now moving more than an inch per week, city officials said in a statement Wednesday. That’s an increase from August, but it is still moving much less than it was last year at this time.

Officials said the increase in land movement is due to coastal erosion after tropical storm-fueled waves walloped the Southern California coastline in mid-October.

Why has RPV's landslide gotten worse?

The Portuguese Bend area in Rancho Palos Verdes once offered spectacular views of the Pacific Ocean and Catalina Island. Now, much of that land is riddled with chasms that run as much as 20 feet deep or span a dozen feet across.

For decades, land movement was minimal. But with above-average rainfall in recent years, that movement rapidly accelerated — up to 1 foot per week in some places. Land movement has since slowed, thanks in part to wells the city installed that suck water out of the ground. But damage to the area remains, and the underlying issue will likely never be stopped.

What happens now?

Rancho Palos Verdes is preparing for a very wet winter as a super El Niño is expected to drench Southern California in the coming weeks.

The city reported that the winterization measures, which include filling large fissures, “fared well” during recent rainfall. For instance, pump trucks were not needed on Palos Verdes Drive South, the road through the landslide area that typically floods during rainy weather.