Uber does not make its own driverless cars now. Instead, it helps other car companies sell their rides.

Uber 目前並不製造自己的無人駕駛車，而是協助其他汽車公司銷售其接送服務。

Uber works with 25 other companies. Uber wants new laws in New Jersey. These laws say companies must use many human drivers. This helps Uber because other companies must use Uber's app.

Uber 與 25 家其他公司合作。Uber 希望新澤西州制定新法律，規定公司必須雇用大量人類駕駛員。這對 Uber 有利，因為其他公司必須使用 Uber 的應用程式。

In Washington, Uber says we need both humans and robots. They say this protects jobs. In the past, Uber fought the law. Now, Uber wants to work with the government.

在華盛頓，Uber 表示我們需要人類與機器人並行。他們認為這樣可以保護就業機會。過去 Uber 曾反對法律，但現在 Uber 希望與政府合作。

The government is worried about safety. Some driverless cars do not see police or fire trucks. The government tells companies to fix this. Some companies are now fighting.

政府對安全性感到擔憂。部分無人駕駛車無法識別警車或消防車。政府要求公司解決此問題，目前有些公司正在對此進行爭執。

Uber wants to be the main app for all driverless cars. At the same time, the government wants these cars to be safe.

Uber 希望成為所有無人駕駛車的主要應用程式。同時，政府也希望這些汽車是安全的。

Uber Technologies Inc. has stopped developing its own autonomous vehicle (AV) technology. Instead, it is creating a commercial platform for other AV companies to use, while also working with governments to make this business model official.

Uber Technologies Inc. 已停止開發自身的自動駕駛（AV）技術。相反地，它正致力於為其他自動駕駛公司建立一個商業平台，同時與政府合作，使此商業模式合法化。

Uber's current strategy focuses on being a platform rather than a developer. The company has already signed agreements with more than 25 AV firms, such as Waymo and Baidu. To support this, Uber is lobbying for new laws. For example, in New Jersey, Uber suggested a rule requiring ride-hailing apps to keep at least 85% human drivers for three years. This would make it difficult for AV companies to launch their own separate apps, meaning they would have to join Uber's network to enter the market.

Uber 目前的策略重點在於成為平台而非開發商。該公司已與超過 25 家自動駕駛公司簽署協議，例如 Waymo 和百度。為了支持這一點，Uber 正在游說新法規。例如在紐澤西州，Uber 建議制定一項規定，要求叫車 App 在三年內必須維持至少 85% 的人類司機。這將使自動駕駛公司難以推出獨立的 App，意味著他們必須加入 Uber 的網絡才能進入市場。

Similarly, in Washington, D.C., Uber has promoted 'hybrid networks.' This model suggests that mixing human and autonomous drivers is the best way to protect jobs and maintain social stability. This approach shows that Uber is now working more closely with regulators, which is a big change from its past habit of ignoring local taxi laws. Furthermore, Uber argues that a managed transition is necessary to avoid the kind of economic hardship human drivers faced in California.

同樣地，在華盛頓特區，Uber 推廣「混合網絡」。此模式建議將人類司機與自動駕駛司機混合，是保護就業與維持社會穩定的最佳方式。這種做法顯示 Uber 現在與監管機構的合作更加緊密，這與其過去無視當地計程車法律的習慣截然不同。此外，Uber 主張有必要進行有管理的過渡，以避免人類司機在加州所面臨的那種經濟困境。

At the same time, the federal government is increasing its oversight of the AV industry. The National Highway Traffic Safety Administration (NHTSA) has ordered AV developers to fix technical problems regarding how their cars detect emergency workers. This follows reports of failures involving Waymo vehicles in San Francisco. Although future plans in 2026 might make it easier to launch cars without steering wheels, the current environment is defined by strict safety rules and growing tension between companies.

與此同時，聯邦政府正增加對自動駕駛產業的監督。美國國家公路交通安全管理局（NHTSA）已要求自動駕駛開發商修復技術問題，特別是關於車輛如何偵測緊急救援人員。此前有報告指出 Waymo 車輛在三藩市發生故障。儘管 2026 年的未來計劃可能會讓推出無方向盤的車輛變得更容易，但目前的環境仍由嚴格的安全規範以及公司間日益緊張的關係所定義。

Uber is using its political influence to become the main middleman for autonomous ride-hailing, while federal agencies focus more on the safety of self-driving fleets.

Uber 利用其政治影響力，旨在成為自動駕駛叫車服務的主要中間人，而聯邦機構則更關注自駕車隊的安全性。

Uber Technologies Inc. has transitioned from developing proprietary autonomous vehicle (AV) technology to establishing a commercial platform for third-party AV providers, while simultaneously pursuing legislative frameworks to institutionalize this model.

Uber Technologies Inc. 已從開發專有自動駕駛 (AV) 技術，轉型為建立一個供第三方 AV 供應商使用的商業平台，同時在追求將此模式制度化的立法框架。

The evolution of Uber's corporate strategy reflects a departure from the existential concerns voiced by former CEO Travis Kalanick a decade ago. Under current leadership, the organization has adopted a platform-centric approach, securing agreements with over 25 AV entities, including Waymo and Baidu. This strategic shift is now being translated into legislative advocacy. In New Jersey, Uber representatives proposed language that would mandate a minimum 85% human-driver ratio for ride-hailing platforms over a three-year period. Such a requirement would effectively preclude AV developers from operating independent applications, thereby necessitating their integration into Uber's ecosystem to achieve market entry.

Uber 公司策略的演變，反映出其已不再關注前執行長 Travis Kalanick 十年前提出的生存憂慮。在目前的領導層下，該組織採取了以平台為中心的方法，與包括 Waymo 和百度在內的 25 個以上 AV 機構達成協議。這次策略轉向目前正被轉化為立法倡導。在紐澤西州，Uber 代表提出的條文將要求叫車平台在三年內，人類駕駛的比例必須維持在 85% 以上。此類要求將有效地排除 AV 開發商獨立運行應用程式的可能性，從而使其必須整合進 Uber 的生態系統才能進入市場。

Parallel efforts are evident in Washington, D.C., where Uber has advocated for the implementation of 'hybrid networks.' This model posits that a phased integration of human and autonomous drivers is essential for societal stability and labor protection. This position represents a significant rapprochement with regulatory bodies, contrasting with the company's historical tendency to bypass municipal taxi ordinances. Uber's current discourse emphasizes a 'shared responsibility' framework, citing the economic displacement of human drivers in California as a justification for a managed transition.

在華盛頓特區亦可見平行的努力，Uber 在當地倡導實施「混合網絡」。此模式認為，人類駕駛與自動駕駛駕駛的分階段整合，對於社會穩定與勞工保護至關重要。這一立場代表了公司與監管機構之間顯著的和解，與公司以往傾向繞過市政計程車條例的做法形成對比。Uber 目前的論述強調一個「共同責任」框架，並以加州人類駕駛的經濟替代情況作為管理過渡的理由。

Concurrent with these legislative efforts, the broader AV landscape faces increased federal scrutiny. The National Highway Traffic Safety Administration (NHTSA) has issued a directive demanding that AV developers rectify functional insufficiencies regarding the detection and management of emergency responders. This directive follows reports of operational failures involving Waymo vehicles in San Francisco. While the 2026 Regulatory Plan and Unified Agenda may eventually facilitate the deployment of vehicles lacking traditional manual controls—benefiting firms such as Zoox and Tesla—the immediate environment is characterized by heightened regulatory oversight and deteriorating inter-firm relations, exemplified by the termination of the Uber-Waymo partnership in Phoenix.

與這些立法努力同時進行的，是更廣泛的 AV 領域面臨增加的聯邦審查。美國國家公路交通安全管理局 (NHTSA) 已發布指令，要求 AV 開發商修正關於偵測與管理緊急救援人員功能不足的問題。此指令是在 Waymo 車輛於舊金山出現運作失效報告後發布的。雖然 2026 年監管計劃與統一議程最終可能會促進缺乏傳統手動控制車輛的部署——使 Zoox 和 Tesla 等公司獲益——但目前的環境特徵是監管力度加強以及企業間關係惡化，例如 Uber 與 Waymo 在鳳凰城的合作關係終止。

Uber is currently leveraging regulatory influence to secure its position as the primary intermediary for autonomous ride-hailing, while federal agencies intensify their focus on the operational safety of AV fleets.

Uber 目前正利用監管影響力，確保其作為自動駕駛叫車主要中介的地位，而聯邦機構則強化對 AV 車隊運作安全的關注。