“I’ve had Autopilot for nine years, so I’m pretty comfortable with it and, you know, who knows what happened when I turned around? Whether it malfunctioned or whether I knocked it off? That’s something I don’t know yet. But regardless, that’s… it is always your fault, whether you’re on Autopilot or not. You can’t take your eyes off the road. It’s a partnership driving, you don’t just turn it over to a computer.”
“I’ve had Autopilot for nine years, so I’m pretty comfortable with it and, you know,…
Tesla is building a wheelchair-accessible autonomous vehicle, a Tesla representative told lawmakers in Washington, DC, on Monday.
“We are in development for a purpose-built, wheelchair-accessible autonomous vehicle,” Tesla senior policy advisor India Herdman told members of the DC City Council on Monday, during a hearing focused on a controversial bill that could allow robotaxi services to operate in the District. “We know that paratransit can be very difficult, and people who are confined to wheelchairs permanently should still be able to move around freely, so that is an active product being built by Tesla in Texas,” she said.
Tesla didn’t respond to a request for comment. Herdman provided no further details about when a wheelchair-accessible product might be available. The electric automaker often takes several years to manufacture its announced products.
Tesla operates a small fleet of autonomous vehicles in the Texas cities of Austin, Dallas, and Houston and, as of this month, in Miami, Florida. (It also operates a service that uses human drivers in the San Francisco Bay Area.) The limited fleet uses Tesla Model Y, a compact SUV that is not wheelchair accessible.
The company has started to manufacture and test a purpose-built Cybercab, meant exclusively for autonomous driving and without steering wheels or pedals. These Cybercabs are not wheelchair accessible, though Tesla highlighted in an X post this month its accessibility features, including braille lettering on controls and wheelchair-height seating to allow for easier transfers.
Tesla and its CEO, Elon Musk, have hinted previously at a wheelchair-accessible autonomous vehicle. The company introduced an accessibility tab in its Robotaxi app last fall, though it directs users to other wheelchair-accessible ride providers in the area, rather than to Tesla’s own service. “We are working on accessible rides,” the app says. In response to an X user’s post last fall about Tesla working on accessible rides, Musk responded, “Absolutely.”
No US robotaxi company currently offers fleetwide driverless, wheelchair-accessible rides, including market leader Waymo. At the DC hearing on Monday, Waymo regional head of state and local policy Matt Walsh said, “To date, it’s my understanding that we haven’t been able to identify a platform that is fully wheelchair-accessible while also meeting the unique specifications to retrofit that vehicle with our technology.” He continued: “Now, I don’t want that to sound like a cop-out. We are trying to find that vehicle.”
Waymo has touted the accessibility features of its newest vehicle, the Zeekr-built Ojai, including its flat floor, low step-in height, and grab bars. But it is not wheelchair accessible. Michigan-based Ann Arbor autonomous-vehicle developer May Mobility offers rides in wheelchair-accessible vehicles in some of its markets, with a human operator on board to help deploy necessary ramps.
The Americans With Disabilities Act prohibits discrimination against people with disabilities in transportation services and requires reasonable modifications to provide equal access. Some but not all US cities require ride-hailing companies to provide wheelchair-accessible services. Many of those companies provide those rides through partnerships with specialized fleets made up of wheelchair-accessible vehicles.
In September 2025, the US Department of Justice sued Uber for “refusing to reasonably modify its policies, practices, or procedures where necessary to avoid discriminating against riders with disabilities.” The case is being litigated.
General Motors’ Cruise introduced a prototype wheelchair-accessible driverless taxi in 2023 and said it intended to roll out the vehicle in its self-driving car service in 2024. But following a collision with a pedestrian, Cruise all but halted national service in 2023. The next year, General Motors stopped funding its self-driving unit entirely.
Tesla is building a wheelchair-accessible autonomous vehicle, a Tesla representative told lawmakers in Washington, DC, on Monday.
“We are in development for a purpose-built, wheelchair-accessible autonomous vehicle,” Tesla senior policy advisor India Herdman told members of the DC City Council on Monday, during a hearing focused on a controversial bill that could allow robotaxi services to operate in the District. “We know that paratransit can be very difficult, and people who are confined to wheelchairs permanently should still be able to move around freely, so that is an active product being built by Tesla in Texas,” she said.
Tesla didn’t respond to a request for comment. Herdman provided no further details about when a wheelchair-accessible product might be available. The electric automaker often takes several years to manufacture its announced products.
Tesla operates a small fleet of autonomous vehicles in the Texas cities of Austin, Dallas, and Houston and, as of this month, in Miami, Florida. (It also operates a service that uses human drivers in the San Francisco Bay Area.) The limited fleet uses Tesla Model Y, a compact SUV that is not wheelchair accessible.
The company has started to manufacture and test a purpose-built Cybercab, meant exclusively for autonomous driving and without steering wheels or pedals. These Cybercabs are not wheelchair accessible, though Tesla highlighted in an X post this month its accessibility features, including braille lettering on controls and wheelchair-height seating to allow for easier transfers.
Tesla and its CEO, Elon Musk, have hinted previously at a wheelchair-accessible autonomous vehicle. The company introduced an accessibility tab in its Robotaxi app last fall, though it directs users to other wheelchair-accessible ride providers in the area, rather than to Tesla’s own service. “We are working on accessible rides,” the app says. In response to an X user’s post last fall about Tesla working on accessible rides, Musk responded, “Absolutely.”
No US robotaxi company currently offers fleetwide driverless, wheelchair-accessible rides, including market leader Waymo. At the DC hearing on Monday, Waymo regional head of state and local policy Matt Walsh said, “To date, it’s my understanding that we haven’t been able to identify a platform that is fully wheelchair-accessible while also meeting the unique specifications to retrofit that vehicle with our technology.” He continued: “Now, I don’t want that to sound like a cop-out. We are trying to find that vehicle.”
Waymo has touted the accessibility features of its newest vehicle, the Zeekr-built Ojai, including its flat floor, low step-in height, and grab bars. But it is not wheelchair accessible. Michigan-based Ann Arbor autonomous-vehicle developer May Mobility offers rides in wheelchair-accessible vehicles in some of its markets, with a human operator on board to help deploy necessary ramps.
The Americans With Disabilities Act prohibits discrimination against people with disabilities in transportation services and requires reasonable modifications to provide equal access. Some but not all US cities require ride-hailing companies to provide wheelchair-accessible services. Many of those companies provide those rides through partnerships with specialized fleets made up of wheelchair-accessible vehicles.
In September 2025, the US Department of Justice sued Uber for “refusing to reasonably modify its policies, practices, or procedures where necessary to avoid discriminating against riders with disabilities.” The case is being litigated.
General Motors’ Cruise introduced a prototype wheelchair-accessible driverless taxi in 2023 and said it intended to roll out the vehicle in its self-driving car service in 2024. But following a collision with a pedestrian, Cruise all but halted national service in 2023. The next year, General Motors stopped funding its self-driving unit entirely.
Tesla is building a wheelchair-accessible autonomous vehicle, a Tesla representative told lawmakers in Washington, DC,…
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#Elon #Musk #Sam #Altman #stole #nonprofit #trial #showed #similar #aims #TechCrunchElon Musk,OpenAI,sam altman,Tesla">
The jury’s speedy decision to reject Elon Musk’s lawsuit against the other founders of OpenAI and Microsoft confirmed what we saw in the courtroom: Musk’s case was a weak one, in part because he waited so long to file it.
Watching the closing arguments last week, OpenAI’s attorneys detailed point-by-point how the law was on their client’s side, while the plaintiffs team focused on Sam Altman’s apparent lack of credibility and expressed disbelief that anyone would disagree with Musk’s accusations.
The final effect was that, after the verdict, some found it hard to believe Musk had lost — including the man himself. In a post he later deleted, Musk called Judge Yvonne Gonzalez Rogers a “terrible activist Oakland judge,” then announced his plans to appeal, declaring “there is no question to anyone following the case in detail that Altman & Brockman did in fact enrich themselves by stealing a charity.”
But Altman and Brockman weren’t the only figures who benefitted from OpenAI’s non-profit investments. As much as Musk and his legal team tried to make the trial about Altman, the proceedings revealed just as much about Musk himself.
One incident that came out in court showed Musk benefiting from OpenAI in an uncomfortably familiar way. Greg Brockman testified that in 2017, Musk asked him to bring a team of OpenAI researchers down to Tesla’s headquarters to help with the autopilot team for a few weeks. “It was pretty clear that was not something we could say no to,” Brockman said.
Brockman described taking a team of leading scientists, including Andrej Karpathy, Ilya Sutskever, and Scott Grey, to consult with the “demoralized” Tesla workers. They helped come up with ideas to improve the vehicle’s self-driving technology, with Sutskever telling the team that if they could find 10,000 images of a tricky corner case, they would be able to fix their software. Musk even asked Brockman to recommend employees to fire, which he declined to do.
Another person familiar with the episode confirmed Brockman’s account, and said Tesla did not reimburse OpenAI for the time and effort of its employees. Musk’s family office, Excession, didn’t reply to a request for comment.
The heart of Musk’s case is that Altman, Brockman and OpenAI committed a “breach of charitable trust” — that Musk donated funds for a specific charitable purpose, and his cofounders instead used them for something else. He also accuses them of “unjust enrichment” due stock and other benefits from OpenAI’s for-profit.
In the case of the OpenAI scientists parachuting into Tesla, Musk’s charitable donations were intended to hire scientists focused on securing the benefits of AGI. Instead, he had them work for free at his for-profit company.
Dorothy Lund, a Columbia Law School professor and the co-host of the Beyond Unprecedented podcast, told TechCrunch that this arrangement wouldn’t be legal, calling it “a bit rich for Musk to be suing for breach of a charitable trust, when he appears to have been redirecting assets in a way that was inconsistent with that mission.”
It’s true that the self-driving work involved artificial intelligence, but witnesses for Musk emphasized that Tesla’s self-driving project was very different from OpenAI’s research agenda. That’s in part because Karpathy left OpenAI for Tesla shortly after this incident. OpenAI’s attorneys portrayed the departure as Musk violating his duty to the lab, where he was co-chair of the board, by recruiting one of its key researchers to his own company.
The other fact that no doubt influenced the jury was the amount of time Musk spent trying to gain sole control of a potential OpenAI for-profit affiliate in 2017. Musk deployed good cop, bad cop tactics in an attempt to convince his cofounders to let him have total control of OpenAI’s for-profit affiliate — giving them free Teslas, and threatening to withhold his donations.
His efforts put his attorneys in a tricky spot, facing a need to convince the jury there was a significant difference between what Musk envisioned, and the for-profit that was ultimately created. They suggested a “small adjunct” for-profit would be permissible, though OpenAI’s witnesses showed non-profits with large commercial arms are common.
Indeed, there’s a very plausible counter-factual where Musk took one of the offers his cofounders made to split their equity more evenly, and finds himself today as one of OpenAI’s largest shareholders — just not the controlling one. But several times during the trial, Musk’s associates testified that he refuses to invest in any business he could have sole control over.
The failure of Musk’s claims because he filed them too late has been cited as a technicality, but the statute of limitations has substance behind it: People and businesses make important decisions and spend resources based on their understanding that what they are doing is permissible. If someone like Musk waits too long to sue, then the cost of unravelling all those decisions can outweigh a just reimbursement.
No members of the jury have spoken about how they arrived at their verdict. However, they were asked to consider if, before Aug. 5, 2021, Musk should have known that OpenAI was spending resources outside its mission or launching for-profit affiliate. The answer to that is clear: Musk himself was doing those things.
When you purchase through links in our articles, we may earn a small commission. This doesn’t affect our editorial independence.
#Elon #Musk #Sam #Altman #stole #nonprofit #trial #showed #similar #aims #TechCrunchElon Musk,OpenAI,sam altman,Tesla">Elon Musk said Sam Altman “stole” a non-profit — but the trial showed he had similar aims | TechCrunchThe jury’s speedy decision to reject Elon Musk’s lawsuit against the other founders of OpenAI and Microsoft confirmed what we saw in the courtroom: Musk’s case was a weak one, in part because he waited so long to file it.
Watching the closing arguments last week, OpenAI’s attorneys detailed point-by-point how the law was on their client’s side, while the plaintiffs team focused on Sam Altman’s apparent lack of credibility and expressed disbelief that anyone would disagree with Musk’s accusations.
The final effect was that, after the verdict, some found it hard to believe Musk had lost — including the man himself. In a post he later deleted, Musk called Judge Yvonne Gonzalez Rogers a “terrible activist Oakland judge,” then announced his plans to appeal, declaring “there is no question to anyone following the case in detail that Altman & Brockman did in fact enrich themselves by stealing a charity.”
But Altman and Brockman weren’t the only figures who benefitted from OpenAI’s non-profit investments. As much as Musk and his legal team tried to make the trial about Altman, the proceedings revealed just as much about Musk himself.
One incident that came out in court showed Musk benefiting from OpenAI in an uncomfortably familiar way. Greg Brockman testified that in 2017, Musk asked him to bring a team of OpenAI researchers down to Tesla’s headquarters to help with the autopilot team for a few weeks. “It was pretty clear that was not something we could say no to,” Brockman said.
Brockman described taking a team of leading scientists, including Andrej Karpathy, Ilya Sutskever, and Scott Grey, to consult with the “demoralized” Tesla workers. They helped come up with ideas to improve the vehicle’s self-driving technology, with Sutskever telling the team that if they could find 10,000 images of a tricky corner case, they would be able to fix their software. Musk even asked Brockman to recommend employees to fire, which he declined to do.
Another person familiar with the episode confirmed Brockman’s account, and said Tesla did not reimburse OpenAI for the time and effort of its employees. Musk’s family office, Excession, didn’t reply to a request for comment.
The heart of Musk’s case is that Altman, Brockman and OpenAI committed a “breach of charitable trust” — that Musk donated funds for a specific charitable purpose, and his cofounders instead used them for something else. He also accuses them of “unjust enrichment” due stock and other benefits from OpenAI’s for-profit.
In the case of the OpenAI scientists parachuting into Tesla, Musk’s charitable donations were intended to hire scientists focused on securing the benefits of AGI. Instead, he had them work for free at his for-profit company.
Dorothy Lund, a Columbia Law School professor and the co-host of the Beyond Unprecedented podcast, told TechCrunch that this arrangement wouldn’t be legal, calling it “a bit rich for Musk to be suing for breach of a charitable trust, when he appears to have been redirecting assets in a way that was inconsistent with that mission.”
It’s true that the self-driving work involved artificial intelligence, but witnesses for Musk emphasized that Tesla’s self-driving project was very different from OpenAI’s research agenda. That’s in part because Karpathy left OpenAI for Tesla shortly after this incident. OpenAI’s attorneys portrayed the departure as Musk violating his duty to the lab, where he was co-chair of the board, by recruiting one of its key researchers to his own company.
The other fact that no doubt influenced the jury was the amount of time Musk spent trying to gain sole control of a potential OpenAI for-profit affiliate in 2017. Musk deployed good cop, bad cop tactics in an attempt to convince his cofounders to let him have total control of OpenAI’s for-profit affiliate — giving them free Teslas, and threatening to withhold his donations.
His efforts put his attorneys in a tricky spot, facing a need to convince the jury there was a significant difference between what Musk envisioned, and the for-profit that was ultimately created. They suggested a “small adjunct” for-profit would be permissible, though OpenAI’s witnesses showed non-profits with large commercial arms are common.
Indeed, there’s a very plausible counter-factual where Musk took one of the offers his cofounders made to split their equity more evenly, and finds himself today as one of OpenAI’s largest shareholders — just not the controlling one. But several times during the trial, Musk’s associates testified that he refuses to invest in any business he could have sole control over.
The failure of Musk’s claims because he filed them too late has been cited as a technicality, but the statute of limitations has substance behind it: People and businesses make important decisions and spend resources based on their understanding that what they are doing is permissible. If someone like Musk waits too long to sue, then the cost of unravelling all those decisions can outweigh a just reimbursement.
No members of the jury have spoken about how they arrived at their verdict. However, they were asked to consider if, before Aug. 5, 2021, Musk should have known that OpenAI was spending resources outside its mission or launching for-profit affiliate. The answer to that is clear: Musk himself was doing those things.
When you purchase through links in our articles, we may earn a small commission. This doesn’t affect our editorial independence.
#Elon #Musk #Sam #Altman #stole #nonprofit #trial #showed #similar #aims #TechCrunchElon Musk,OpenAI,sam altman,TeslaThe jury’s speedy decision to reject Elon Musk’s lawsuit against the other founders of OpenAI…