Walt, it's another week and I'm on the road. And when I go on the road, I put the inspector hat in the car and let the folks know the inspector's here, you better behave. And I had a great lunch yesterday with Ben Seydel from Autolane at the Autolane house in Austin, and I walk in, they're playing '90s hip-hop, and Ben goes, "Where's Walt to curate the music to comment on it?" Well, Ben, here it is. I asked Walt where he was. He was back in the office doing work. While you're back in the office doing work, I've been riding in Ohais in San Antonio, and I gotta tell you, Walt, the airport experience is flat-out awesome. While I've been doing that, Tesla's been busy on X saying Cybercabs are coming to Dallas. Where do you wanna begin today? Because there's a lot to cover.
Well, first of all, I hope you had a good time with Ben. And again, also, always for full disclosure, LightShed Ventures does have an investment in Autolane, so I'm glad you had a happy visit there. But I think we should always start with field reports 'cause that's obviously a true area of differentiation that we have here on Autonomy Markets. You know, airports has been a key thing, Grayson. You know, we've talked about San Francisco. I know everyone believes that market share gains have stabilized from Waymo in the California area. I think in part that's, you know, they're at some point gonna dump a lot more cars into the market. But in other ways, some of the most highest value trips that a rideshare company can offer is trips to the airport. So it's very critical for us and for our longtime listeners. You know we've discussed the factors that it takes to get not only access to the airport, but access in a convenient location. As many of you know, in San Francisco, I think you're still at the kiss and fly lot. There might be a hotel that's thereby. So I'm very interested in the San Antonio Airport and how that experience was, Grayson, and how does it compare to the long walk at San Fran and other airports that you visited that have autonomy?
There's no comparison to San Francisco. The kiss and fly, the 20-minute tram ride to the Hyatt, bye-bye. This is great. Walt, it drops you off curbside right in front of the door. I kid you not, right in front of the door. I timed this because that's what we do at Autonomy Markets, we time things. And from the time I got out of the car to the time I got to the TSA gate, Walt, under four minutes. Four minutes. That is perfection. And then when I got picked up from the airport, you go right to the TNC rideshare pickup zone, right on the outer curb. Eh, I'd say about six, seven minutes, eight minutes at the most when you're walking out of security. Right there, the Waymo's waiting for you. Really great experience. Here's a very funny thing to point out, which you only learn in field work, and I have to tell you something funny about field work in a minute. The speed limit posted coming into the San Antonio International Airport, for those nerds, it's SAT airport code, is 15 miles an hour. So what does the Waymo do? 15 miles an hour. What does the general public do? 45 miles an hour, flying by you. Once you get used to that, it is a wonderful, wonderful experience. It's a model all airports should follow.
That's definitely one of those quirks in terms of autonomy that you and I have experienced with FSD as well in terms of, like, say, stop signs, and it comes to that complete stop at a stop sign where I think most people don't do that. You know, but just getting back to the airport, I will say, you know, San Antonio, I've been there. It's a smaller airport, so it's a little easier to keep those walks tighter. So it's perhaps an unfair comparison in some ways to San Fran. But San Fran does allow an Uber Black car to come to the curbside. I don't think functionally, given the performance of some of these autonomous vehicles that we've seen, at least more of the advanced ones like Waymo or Tesla, that they couldn't—they would be able to manage a curbside pickup at San Francisco. I'm just curious if you agree with that, or are the dynamics of the size of San Antonio being much smaller make it that much easier for them to accomplish that there while they can't do that in San Francisco?
No, it's politics and leadership. The San Antonio Airport leadership said they wanted this technology. It's not a technical problem. I'm at the San Francisco International Airport at least once a month, and in my experience of riding Waymos all around the country, soon to ride them internationally, Waymo can handle the SFO Airport. It handles it beautifully from the Hyatt. It handles it beautifully from the kiss and fly. There's no doubt in my mind that they can handle it from the curbside. And if SFO got their act together, which I believe they hopefully they will soon, Waymo is technically capable of doing it. And when they do it, you and I talk about flooding the market. Let's hypothetically say, I'll go on the record here, Waymo adds another 1,200 cars to the Bay Area, you're gonna watch the myth of Waymo flat-lining completely dissipate, and they're gonna start to eat massively into market share.
Right. I don't know if it's the airport alone that's gonna do that. It could be when they get to their next version of car or when they've got more volume of cars to deepen the penetration in an existing market. Maybe they just test one of these markets. I don't know if California's the right one to do it, but test what high volume of cars mean in, you know, whatever city it's gonna be, let's say Austin, when they finally punt their relationship with Uber. Maybe they just dump a ton of cars there just to see, show the market, show the world what it would look like when they had true volume of cars there, and then we'll see how those share numbers look in that individual market. But rather than, I think, get too involved in a new segment that we're gonna talk about later now, red tape rundown on what it takes to get airports, let's move on to another field report that I saw you, I think, tweeting about a little bit. Maybe we'll get a little bit more details here. Motional's Las Vegas Technical Center, which I think you described to the public as super impressive in person. Tell us a little bit more about that here.
The Motional depot in Vegas is impressive. There's over 100 vehicles there. It's completely state-of-the-art, and I just want to state for the public, Motional has stated this many times publicly, but I want to reemphasize it. The vehicles that Motional's operating in Las Vegas come off the line in Singapore at the Innovation Factory. It is a state-of-the-art facility. They're getting ready to go driver-out by the end of the year, and it's just thoroughly, thoroughly impressive. And their command center, the whole team running it is really impressive. And when you visit multiple factories and upfitting centers, you just realize the precision of the Hyundai engineers, that the technology and the processes that they're putting into the Motional facility are world-class, Walt. There's no other way to describe it. It's a world-class facility.
If we think of the variety of partners that Uber has, right, and when they're gonna get driverless, and again, we're still early stage in this industry, so there's not enough cars out there to say that someone is way out in front. But Motional clearly seems like they're a leader. How does that relationship evolve over time? How does Motional grow as a company? And, you know, we've talked about companies that Uber might want to own a bigger stake of, if not outright in the future. You know, where does Motional fit there, and how would you see that playing out if it did go down that path? Is that even possible?
I think it really comes down to the Hyundai Motor Corporation. What does Hyundai want to do with Motional? And I say that because Hyundai has an internal competing division that's been well documented in the Korean press called 42Dot, and I'll use the nice term, there's been a lot of head-butting between Motional and 42Dot. I think Laura, who's leading Motional now, is doing a phenomenal job, but I ultimately think that the future of Motional comes down to Hyundai, and I say that because Hyundai owns 98% of Motional. There is an investment fund that owns 2% with Hyundai owning 98% of the company, so it's really gonna come down to what Hyundai wants. But I want to caveat that and say that I visited Avride's upfitting factory in Austin yesterday, and how is the public going to be able to differentiate between a Motional vehicle and an Avride vehicle and a Waymo vehicle in the same market because they're all three of them actually are running the IONIQ 5. It's something that I'm starting to think about, and to the Avride team, thank you for showing me the branding that you're working on. Really, really impressive, and thank you for showing the facility of how you're upfitting these vehicles. Also very impressive. But I think it's gonna be interesting when you have three different providers with IONIQ 5s in the same market. How is the public gonna know who is who?
I mean, strategies can evolve over time for sure. So, you know, and Hyundai, as we've patted them on the back, is certainly at the forefront in terms of being the vehicle of choice as a partner, whereas other OEMs have effectively circled the wagon. So, but it's possible that the initial motivation was to sell cars and being technology agnostic, and then, well, voila, as they say, voila. All of a sudden Motional is doing great. Hey, this is the tech that we own. Hey, wait a minute. Maybe the real future of autonomy is private ownership. I mean, just this past week we had Mary Barra talking up that she does not want her cars or her technology as part of a robotaxi fleet. She wants it for private ownership. She thinks that consumers want that in their driveway. It's the Steve Jobs approach. I don't care what you say you want, I'm gonna tell you what you want even if you don't believe that today. But maybe Hyundai comes to that conclusion and says, "Look, the bigger opportunity for us here is our own technology, is private ownership." And by the way, if you think about this long term, this bull case thesis on rideshare, whether it's from Tesla Robotaxi or Waymo or Uber, is this concept of it representing 1% of share going to 30%. But it works in the opposite if all of a sudden the OEMs are delivering a product where you can have autonomy in your garage. So I guess the question is, what are the signals to watch? I know you like the term signals. It's what your AI beast is so good at. What are the signals that we should be looking at to understand which way Hyundai is gonna take this in the future? And is this a risk to companies like Avride and Waymo to rely too much on Hyundai as their OEM partner?
The signals, we don't necessarily know what the signals are in general. There is one signal that I will point out. Ben and I actually discussed it over lunch, is you, in my opinion, will not be able to scale a personally owned autonomous vehicle with maps. Point blank, I'm sorry, Mary Barra, GM, you're never gonna be able to scale a personally owned autonomous vehicle with maps. Two reasons why. If you don't map the ride to the school and you don't map the ride to the grocery store or to the Little League field, it's never going to happen. And we're seeing all the success that you and I both own a Tesla with FSD. We're seeing the success of that, and then you're seeing the success that Wayve is having with all the partnerships. They're lining up no maps. If Hyundai announces a no map strategy, then I think that becomes a signal. But at this time, it is my belief, based on all the publicly available documentation that we have, that Hyundai is fully committed to robotaxis. And then to use a term that your partner, Rich Greenfield of LightShed, uses, they're an arms dealer. They're saying, "Okay," like Rich says, "We'll sell our content to everybody." They're saying, "No, we're gonna sell our platform to everybody." And so I would watch for the map versus mapless strategy.
So if that's true then, then their willingness to perhaps part ways with their economic stake in Motional and be the arms dealer, the guy that makes the car, should be there. And then that's maybe an opportunity for Uber to take a stake or maybe some other company to take a stake in the technology front and then look to license that out to other OEMs. I'm gonna guess what some of our listeners' pushback would be on your last statement, though, in that, you know, I've heard this theory of having a geo-fenced, mapped, as it were, autonomous solution. So I'm driving my car through some of the areas, but when I'm on the highway and I wanna take a nap, and that's mapped on the Motional, that there's value there.
I would say the problem with that is, you know, in using FSD, even when it's supervised, like, I think when you go from unsupervised, let's say, on the highway, taking your nap between New York and Philly, to getting to that area, even if you have to supervise it, that's the experience you're gonna—once you've experienced this, let me just assure you, this is the experience you're gonna want. I don't think you're gonna wanna go from level four full autonomy, taking your nap, to actually full in control. I think you're gonna wanna revert to some supervised. So I think it's a finer point, but it's definitely something to think about in terms of private ownership, where you don't necessarily have to have ubiquity of autonomy. You could have a geo-fence in an area wherever that technology is providing it for you, which is I'm sure what Mary Barra or others would suggest. But then you're opening the can of worms around human factors. This is hypothetical. You leave your home, you get on 95, and let's say you go to Walt Eagles mode, and you got all your Eagles highlights and you're having Eagles time. While you're thinking about the Eagles, you're not thinking about the road, and then it says, "Beep, beep, beep, beep," you gotta take over. It's like, uh-oh, the human factors in the brain aren't ready, I don't think, to comprehend that yet.
I mean, there's transition things that you'd have to work out in that scenario for sure. But if a human is not taking over, the car's obviously gonna pull over. But I'm with you. Again, like that's my point, is that I think that this transition from unsupervised to a supervised that we're experiencing with Tesla today seems like the experience that a consumer would want versus going cold turkey and like having to be full attention from no attention at all, doesn't seem like the right approach. But it's definitely something to watch because as I build my long-term 10 and 20-year financial models to figure out what the ultimate value is to Waymo and Tesla and others, there is this kind of tension and this pull of like, okay, 20 years from now, are we gonna have the Calacanis view of the world where it's 30% is rideshare? Or 20 years from now, do you have so many privately owned AVs that in fact rideshare miles as a percent of total miles decline because it's your own car actually delivering that service to you?
I don't know. I think it's definitely going to be a hybrid. I think at some point in the future, I don't know when, it's gonna go into a, I call it a hybrid subscription, where you'll have access to a robotaxi and you'll have access to a personally owned, and it's all gonna be bundled into one lease payment or one subscription payment. I think that's coming. We had, decades ago, Porsche tried it, Cadillac tried it. So I think that's coming. I think you're gonna have this bundled experience, and especially when you include the insurance and the charging in it.
Okay, but that's fine. But if it's a hybrid approach, how still—I don't see how you get to the 30%. So I don't know. The models, you know, it's easier to build a model these days 'cause you can use AI and Claude to help you with it, but we can build sensitivities around this, but it's definitely something to keep in mind, especially, again, when the OEMs are signaling, "Hey, we don't wanna do robotaxis," right? GM is almost like saying, "Hey, we're not gonna talk to you, Wayve, or anyone else that's out there. We're doing this on our own 'cause we wanna sell private cars." I think that's a failed strategy 'cause I don't think the OEMs have the culture to move this technology that quickly forward. No offense, Sterling. But I think, whatever, it's something that we'll have to watch 'cause—and clearly in the case of Hyundai, who's certainly further along than any OEM other than Tesla as it relates to, A, having their cars ready to be the partner of choice, and B, having a technology that, again, we're expecting to be driver-out within the next couple of months.
Yes, I'm looking forward to driver-out. I will be there whenever they announce it publicly and going for a ride in the Motional vehicle driver-out. Looking forward to that. I mean, there is a lot changing in the general automotive sphere. And I'll say this point blank, a little bit off topic, Detroit's in a lot of trouble. Just look what's happening in Europe with the rise of Chinese auto manufacturing. That comes into America. Detroit has a two-headed front. They're losing on autonomy, and they're losing on engineering. And then that is going to become a very, very big issue because it all comes down to price. And once the protectionist policies go away, the problems arise even more.
Well, it'll definitely be interesting to see how that plays out, but certainly that has dramatic impacts. I mean, again, the valuation for these things is all about where the market is gonna be 10 or 20 years from now. So those are pretty big swing factors. But what else do we have in the field? Spencer, I think David were out ferreting out some new information, had their inspector hats on. What did they say?
Yeah, it was great. Spencer produced a wonderful field report from the Big D, Dallas. He went to the Avis Depot, the temporary charging depot, and in the field report that came out earlier, we noticed Ohais were in Dallas, and a few days later, Waymo announces Ohais available. So go check that report out. And for the audience, we're ramping up field reports. We're trying to do two or three a week. We're doing international. David was just in Paris, now he's in London. Spencer was in Paris, so we're gonna have a lot more international flair coming to that. And know when we go international, we go to the depots. Thanks to OMEGA, OMEGA knows where the depots are and we go there and create field reports. And Walt, you wanna know the coolest thing about all of this now? I'm riding in the Ohai last night back from dinner, and I said, "Gemini, what do you know about Autonomy Markets?" And what is the first thing it said, Walt? Field reports. Gemini in the Ohai knew all about field reports. And for the audience that doesn't believe me, go try it. Walt even has a recording of it 'cause I was so proud you did send that. Very excited. So yeah, it's true, but that's what it is.
I mean, that's one of the most important things, obviously, to understanding this market. Get in the cars, people. Just get in the cars and try them, and you can formulate your own judgments on where each of these technologies are. So I think we're having some personnel changes again at Uber. You have Sarfraz Maredia leaving Uber after 12 years plus. That's a hell of a run there. He ran the Global Autonomous Mobility and Delivery. He's going to a top job outside of transportation, but the last time I heard that was Sterling Anderson leaving Aurora, apparently, you know, not doing anything competitive, yada, yada. All of a sudden we see him at GM talking about privately owned autonomous cars, and now even yet this week, as I just mentioned, Mary Barra talking about privately owned autonomous cars. So I've heard this before when an executive in autonomy leaves that, "Oh, they're not gonna do anything that competes with us." But what do you think is going on here with Sarfraz?
Something's brewing. To me, sorry, with all due respect, this reads like corporate PR speak. And the reason I say something's brewing, Rebecca, the head of Uber Freight, gave a long, in-depth interview with the Wall Street Journal talking about how Uber wants to become a logistics platform. I was like, "Oh, that's very interesting timing." So I don't know. You've got the head of Uber Freight coming out giving an interview to the Wall Street Journal about logistics. Then on the other side, you have, I'll just say, corporate PR speak. The question is, you're right, as we saw with Sterling, you're running mobility for 12 years and necessarily you're gonna jump to something outside of mobility? One plus one equals two. This is one plus one equals three, and it doesn't add up.
I mean, Uber has been pretty persistent in saying that this third leg of the stool, the service component, that they want it fragmented, right? They've partnered with MOOVE, Avomo and others to do that. Didn't want ownership of it. But I mean, you know, on LinkedIn, I'm seeing more people that they've been hiring from Tesla, among other places, that have done infrastructure, right? In figuring out charging stations. So it's interesting that you say that 'cause I have been noticing that this past week. Now, this person's not gonna be replaced. I think the job duties are gonna be split up between Samarth and Aaron to do this, which is fine. But this is also following the guy Peterson left, he was the former head of AV partnerships. Lando Juarez, a unit legal chief, leaving. So there's a decent amount of turnover. I mean, I know some people are gonna say like, "Well, the stock hasn't done much." Like, look, there are a lot of autonomy stocks that are getting destroyed right now. Like, you can complain about Uber stock, but it's been pretty stable at least. And you know, from what people's beliefs are and their opportunity there, there can be growth in there. So I don't know, it's always important to keep an eye on some management turnover. This does not seem out of sorts, just to be clear. This is not crazy. It's kind of on the margin, but these are people in the area that we care about the most, which is autonomy.
Yeah, I think it's something we're going to have to watch and see. We'll see where he lands. I'm sure he'll announce it publicly on LinkedIn or the company will announce it. Also, let's watch to see if there is more personnel changes or if perhaps there is a change of strategy. Maybe Uber leans a little more into infrastructure, leans a little more into this or a little more into logistics. Or maybe they try and do something more with Uber Eats around autonomy. I don't know. But I think there's something brewing is what I would say.
Now, one other thing as it relates to Uber, I just wanted, you know, last week for our longtime listeners, you know that I kind of admitted that I might have botched my bet with Jason about Wayve's progress on autonomy. Apologies to Wayve on that. We'll see how that goes. Maybe I'll be right. Who knows? But I was trying to get a double for nothing this week because, you know, we talk about this, I kind of was like chiding Uber from always saying, "Oh, 15 markets launch by end of year." And I'm like, "Okay, at the end of the day, does that really matter? It's driver-out." So I tossed out a double or nothing to Jason, which I don't think he responded to, maybe he will after hearing this, but saying that I don't think all 15 of those will be driver-out by the end of '27. And that's ultimately my point, right? That, okay, you're announcing 15, that's a good milestone, but that doesn't mean that you're gonna get each of those to end of '27. So we'll see. And again, the bar here is 100 plus cars driver-out, and you have paying customers in those 15 markets. So we'll keep tabs on that. Hopefully, I can clean up the bad bet I made on Wayve with this better bet. But maybe Jason knows not to take that bet 'cause he knows that all 15 won't, in fact, get to driver-out.
Either way, the three of us will be enjoying steaks. The question is, who pays? That's gonna—who's paying is gonna be the question, so it's gonna be a roulette game there to figure it out. But I do wanna emphasize is that announcements are one thing, deployments are completely another thing, and getting to unsupervised is another thing. I don't think that a lot of individuals realize how difficult it is just to actually build out a commercial deployment that's unsupervised. And a credit to you and credit to us is that we actually go out in the field and look at this infrastructure because that infrastructure is key to scaling it. A press release, you could write it with Claude. Sorry, I said it. Infrastructure, building out, deploying, you actually need boots on the ground.
Yeah, and at the end of the day, like, driver-out is what matters. Like, that's literally the whole point of this, right? So, you know, like I said before, we've made progress in this industry. Now it's, you know, this is part of the inflection of this industry. Like, let's focus on the driver-out. Speaking of a company that took a while to get driver-out, we have Tesla, official numbers saying they have 300 plus Cybercabs serving Austin. That's an, I think, an 8X in 30 days possibly, although that's obviously kind of a bullshit number because it's, sorry, mom, it's a multiple of a very small number. We already knew that the DMV was showing registered cabs over 300. I guess my question… Oh, by the way, and you had Tesla kind of dunking on themselves in a way, but also saying like, "Hey, we've actually delivered." Saying, "We're…" You know, 'cause this is the two-year anniversary of We, Robot. They said at We, Robot that they would deliver Cybercab in two years, and the quote was, "We are learning to be on time." So that's like a kind of an acknowledgement that things have not been on time in the past, but also it kind of puts pressure back on people that love to create these narratives about how there's all of these delays, and they're never gonna get there, and they're never gonna get there. Well, I think they're there, right? And I guess the question is, Grayson, do they get the green check mark? Like, are there now 100 cars that are operating effectively at the same time, at least in Austin, charging rides? Has Austin been check marked in terms of how we determine this?
Yes and no, and I want to give a very big caveat here. The number that is reported to the Texas DMV is not the actual number that's actually deployed in the wild. That is a number that is registered that could be deployed. We don't have the true number of what is deployed. So there is a big difference between this company has a thousand, this company has a hundred, this company has two hundred. That means they're registered, they can legally get deployed, but they're not necessarily deployed. And I learned that yesterday, and I won't name names, but I learned that yesterday. And for those that are subscribers to OMEGA, the data is in OMEGA, and if you're not a subscriber, reach out. But Walt, there is a big, big swing there.
Okay, so when these companies aren't gonna tell us exactly how many cars are in service, this is something at some point we're gonna have an estimate on. So I think, I guess the question—and by the way, I see plenty of videos of Austin where there's, like, these golden robotaxis, Cybercabs, excuse me, everywhere. Like, so when do we give them the check mark that yeah, they've hit that market, that market is commercially there?
I would say, you know, commercially, it is my belief that there is over 100. You see them in all aspects of… They're mostly concentrated in the downtown area, south of Congress area. You don't see a lot of them up in Tech Ridge by the Samsung Foundry. So the density is concentrated around the downtown South Congress area, where a lot of the activity is, a lot of the press is, a lot of the cameras are concentrated in there. They're not necessarily concentrated in the farther regions of the ODD going into the North Austin area, north of UT. They're not necessarily all over the place over there. They're concentrated. Give you an example, if you're up at Tech Ridge and you're visiting the Samsung Foundry, I experienced this yesterday, it's a 38-minute wait to get one up there. So they're not necessarily up there yet. So there's still room to go to get the ODD fully functioning.
Okay. Well, that's a lot of words, and this is like pulling teeth on what I think is supposed to be a momentous occasion here. Do they or don't they have 100 cars active at any single time in that market? I get that you're gonna have, like, a wait time on some perimeter that needs to be addressed in that moment. But, like, when—we can't be this subjective in terms of giving the green check mark.
Yes. Can we give the green check mark? Yes. Is it impressive? Yes. Is it at full scale yet? No.
All right, this was the worst kind of reveal. You would think that when Autonomy Markets is ready to give their green check on a market launch, it would be like, there, they got it, and like bam, it's happening. So I think what we're gonna have to wait for is, since we're so unwilling to give them that clear green check mark, they're gonna report next week. They're gonna give themselves that green check mark. They're gonna probably give more precise numbers, and then the market's gonna react like this hasn't been talked about before. So I guess we'll wait for then. I think this was a fail on our part in not making this more dramatic. But let's go on to their next market because there was another portion that Ashok put on his tweet that said, "Dallas soon." So we know, I think, based on some field work about Cybercabs that have been seen in Dallas, he's effectively confirmed that. How quickly do we think Dallas comes online?
Dallas will come online. I'll just sit here and make a prediction. Dallas will come online before the end of the year. The Cybercabs that Spencer has seen, I have seen, Massa's seen, other individuals have seen in Dallas are not the Cybercabs that are going into commercial production. They're mules commonly known as a test fleet. And how do you know that? If you read the Tesla First Responders Guide, Tesla has published the identification for first responders. They've made that data public on how do you identify. If the robotaxi is not badged with robotaxi written across the back, they want to call it Tesla's tramp stamp, then it has a steering wheel. Those vehicles are not going into commercial service. Once we start seeing the stamp, the branded robotaxis, we're getting close. It is my belief that they will launch that market by December 31st. We have not seen independent verified reports of the badged Cybercabs yet in Dallas. I believe it's just a matter of time. They'll get there before the end of the year.
Well, I think you're wrong, and I'll tell you why. Because on Sunday I got, you know, I have the robotaxi app on my phone, and I got a pop-up, as most people I think did, that said, "More vehicles available in Dallas," and basically come and use the product. So I think that's Tesla basically saying, whether it's Model Ys or Cybercabs or whatever, that they are ready to go in Dallas. So, you know, I know we've said on this podcast before, this is not like an all at once thing that I think some of the Uber Tesla bulls believe is gonna happen. But it seems to me that Austin's kind of there and Dallas is about to be there, you know, with what I think will deserve a green check mark from Autonomy Markets. Hopefully, we can be more concise and confirmative about this next week or the week after as these things happen.
Yeah, I'm looking forward to it. It'll be in Dallas in the coming weeks, so hopefully I'm wrong and it launches sooner, and then we'll produce a field report on it. We know where the vehicle's stored at the depots. There's multiple depots for Tesla throughout Dallas, and hopefully we start to see some badged Cybercabs in Dallas.
And I will give another interesting nugget. After midnight, you get that J.J. Cale Clapton song, after midnight, let it all hang down. I spotted Cybercabs on the highway in Austin. Yes, they were being supervised, they were unbadged, but after midnight, there were Cybercabs testing on the freeways around Austin.
Yeah, I mean, you gotta use the car and the new vehicle to test in the individual market. This is why it's not an all-at-once thing. But every market you go to, I think that testing timeframe, we saw how long it was in Austin, which was, what? Much faster than expected. It has to be shorter, right, in other markets because it's not just about…
The car at that point, it's just about the market itself, right? So in Dallas, for example, when I was taking the robotaxi, which was effectively the Model Y, it was avoiding certain areas. It was creating these circuitous routes. They have to work those things out more so than whether the Cybercab works there. But we'll see that soon enough. I think I'm more optimistic than you are, but we'll find out.
Shall we move on to Waymo? Always making progress. Steady Eddie, right? Continuing to go. They started airport rides in Nashville. Obviously, that's of great interest to us, given FlexDrive, Lyft's wholly owned subsidiary, or they own this thing and the infrastructure side of it at a time when maybe Uber's reevaluating infrastructure. So we hope to get down to Nashville soon to see how that operation's working. And then you've got San Antonio, San Diego, and Tampa that are now no invite. Anyone can download the app and ride. So again, not like a massive data point. This would have been a massive data point like a year ago, but this is just par for the course regular news for Waymo now, moving multiple markets at a time into fully available to anyone downloading the app.
I will say that a field report from the BNA, Nashville Airport, is coming in the coming weeks, followed by another report at the depot. FlexDrive will be hosting us. She'll be joining me, so we're looking forward to producing that for the audience. And the field reports continue as Waymo continues to scale. And I said this earlier, but you really truly learn a lot from getting out in the field and riding in vehicles and visiting depots. Speaking of visiting depots, Walt, I found a Waymo charging station on South Congress in Austin. First time I've ever been there. Lot of vehicles going in and out of there, but unfortunately, there was a common denominator with the AV depot, the big one that we found. The cars were dirty. They weren't being cleaned. I sat there for an hour, Walt, and I watched. I didn't witness one person clean a car, and then I sat at the exit, and I watched. They were dirty. I have not yet to see a clean Waymo in Austin. But yet the Cybercabs, they're clean. The Waymos, they're dirty. It's a tale of two cars is what I would say, no pun intended.
