Direct answer
Charging is still a physical operations task in the sources reviewed. Moove’s Miami deployment role includes plugging and unplugging vehicles, while Avomo’s Austin role manages charging flow and battery levels. A vehicle being driverless does not mean its charging connection is automated. [1] [2]
The work around a charging session
Charging involves more than the charging hardware. A fleet needs a place for arriving vehicles, a way to decide which vehicle goes next, staff or equipment to make the connection, fault escalation and a release back to service.
For buyers, AV Steward suggests separating three scopes: connecting and moving vehicles; maintaining chargers and electrical infrastructure; and planning energy capacity. A company that provides one does not necessarily provide the others.
What the public documents establish
| Example | Evidence | Status limit |
|---|---|---|
| Moove and Waymo [3] | Waymo’s December 2024 announcement assigns facilities and charging infrastructure to Moove in Phoenix and later Miami. | The announcement describes scope, not every charger location. |
| Flexdrive, Nashville [4] | The April 2026 plan combines a depot with future secondary cleaning and charging locations. | The planned fall opening is not confirmed by the announcement alone. |
| Oro Mobility [5] | Hertz’s April 2026 announcement includes charging for Uber’s Lucid/Nuro program in the Bay Area. | Announced for later 2026; not a verified site-by-site operation list. |
Wireless charging and robotic connectors
The research contains plans and vendor descriptions of automated charging. We are not treating a permit, a rendering or a demonstration as proof of a commissioned fleet charging system.
The key questions are whether a system is operational, which vehicles it supports, how connections are made and what happens when a session fails. A claim of autonomy in driving answers none of those questions by itself.
Questions for a charging service provider
AV Steward suggests asking who handles charger faults, vehicle movement and failed sessions; what hours are covered; which equipment is supported; and what response records can be provided. Ask for evidence that applies to the local site rather than only a national brand.
For facility planning, request the actual electrical capacity, installation and maintenance responsibilities, access rules and expansion constraints. Avoid using a published depot power range as a sizing rule for an unrelated property.
A fleet site is not necessarily a public charging station
These sources describe fleet operations. They do not establish that a member of the public can enter a depot or that an outside fleet can purchase access.
For a prospective owner, site access and charging terms remain separate from the ability to buy a vehicle. Confirm both rather than assuming a nearby charging location is available.
Frequently asked questions
Who plugs robotaxis in?
The Moove posting explicitly includes connection and disconnection tasks. That is evidence of human charging work, not a count of all sessions across the industry. [1]
Does every robotaxi use wireless charging?
No such conclusion is supported by the reviewed sources. Charging methods need to be established for the particular vehicle and site.
Can independent fleets use operator depots?
The reviewed documents do not establish general third-party access terms.
What we don’t know yet
- Charging-session automation rates and actual utilization.
- Public access and third-party fleet pricing at individual sites.
- Commissioning status of the research’s proposed wireless-charging installations.
Sources
- Moove: Fleet Deployment Specialist, Miami · Accessed
- Avomo: L1 Operations Associate, Austin · Accessed
- Waymo: Next stop Miami (December 5, 2024) · Accessed
- Lyft: Flexdrive Nashville depot plans (April 15, 2026) · Accessed
- Hertz: Oro Mobility and Uber (April 30, 2026) · Accessed
Related reading
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