Uber’s robotaxi lobbying effort puts it on a collision course with Waymo Kirsten Korosec 5:30 AM PDT · July 13, 2026 A proposed bill that would allow autonomous vehicles to operate in Washington, D.C. has become a test case for Uber’s broader robotaxi strategy. Instead of simply partnering with, and investing in, robotaxi developers, Uber is also trying to shape the rules that govern them, an effort that puts it in direct opposition with its business partner, Waymo.
Uber, which opposes the bill, argues the proposed rule would displace for-hire human drivers and hand Waymo a de facto monopoly. It has lobbied instead for a system that would require robotaxis to operate on a ride-hailing network that also uses human drivers, according to public records viewed by TechCrunch and interviews with industry and company sources.
“We have already seen in other jurisdictions how a flawed, first-party only regulatory approach can disrupt a city,” Javi Correoso, who leads U.S. policy and federal affairs for Uber, said in May during a D.C. Council roundtable on a separate, existing statute regulating for-hire drivers. Correoso argued at the time that robotaxis create congestion by idling or cruising empty, cannot provide the kind of physical assistance to older or disabled adults that human drivers can, and cited data that states one AV displaces roughly four drivers.
When asked about the hybrid model, Correoso shared Uber’s regulatory vision.
“Hybrid model means that consumers should have the ability to access both. If a consumer is on the app, they should be able to choose,” he said, according to a publicly available recording and transcript. “I would go a step further: I think it should be part of the regulatory framework for the industry. There should be a requirement for consumers to be able to take an Uber that’s driven by a human.”
Alphabet-owned Waymo contends the bill, which it backs, will allow for the safe deployment of autonomous vehicles while supporting public transit, equitable access, and workers without restricting companies like Uber.
The two companies will pitch their positions on Monday during a day-long hearing. The bill’s passage is not imminent — many parties told TechCrunch they hope legislation is approved before the end of the year, and before Washington, D.C. Mayor Muriel Bowser leaves office in January. Still, the arguments and lobbying efforts surrounding the bill reflect a broader debate that stretches beyond Washington, D.C.
The bill, which was introduced by Councilmember Charles Allen in May, would update the existing Autonomous Vehicle Act of 2012 to allow for driverless testing and commercial driverless operations within the district. Today, companies like Waymo and Zoox can test autonomous vehicles, but only with a human safety operator behind the wheel.
The proposed bill would give the District Department of Transportation (DDOT) the authority to issue driverless testing and deployment permits to AV developers that meet certain requirements. Such requirements include holding a minimum of $5 million in liability insurance, and agreeing to report crash data within either eight hours or 72 hours, depending on whether the vehicle is part of a commercial fleet or a privately owned AV (which doesn’t yet exist in the market).
The bill would also charge robotaxi operators a $0.15 per mile tax, a proposal that robotaxi advocates have argued is too expensive. Revenue from the “vehicles miles traveled” (VMT) tax would be split, with 50% going toward public transit and the remaining used to support education and workforce development for rideshare and taxi drivers at risk of losing their jobs to robot cars.
Other financial requirements, which some argue would block all but the biggest players from the DC market, include a $1 million fee to apply for the application and a non-refundable $5 million fee for the permit, once approved.
Uber and Waymo are not the only parties interested in the bill. Numerous organizations and companies, including representatives from Tesla, Lyft, the Teamsters and Service Employees International Union labor unions, disability rights and accessibility advocacy groups, local business and industry groups, highway safety proponents, government officials, and think tanks are all scheduled to speak during Monday’s hearing.
The bill has even prompted an anti-robotaxi campaign, launched by a New York-based organization called Coalition for Accountability and Road Safety , which is canvassing voters and posting on social media.
It’s unclear who is funding the organization, which is registered to an employee of Pitta Bishop & Del Giorno LLC, a New York lobbying and government affairs outfit affiliated with labor and employment law firm Pitta LLP. According to publicly available lobbying documents listed by the city, Pitta has been retained over the past year by several labor unions and the New York Black Car Operators’ Injury Compensation Fund.
The stakes are high for all robotaxi developers, human drivers, and the ride-hailing and taxi companies that employ them in D.C. It’s arguably elevated for Uber and Waymo too, given their considerable market positions. Uber is the largest ride-hailing and delivery network in the United States, and Waymo is the largest robotaxi operator, providing more than 500,000 rides each week across 11 cities.
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