Mike O'Gill, head of public policy for Uber Asia-Pacific (APAC), said this in an interview with ChosunBiz at the Westin Josun Hotel in Sogong-dong, Seoul, on the 28th of last month. He said autonomous vehicles are efficient on simple routes such as airport highways, but human drivers are better suited for narrow, complex urban alleyways, and that a hybrid network in which the two systems coexist will be maintained for a long time to come.
O'Gill previously served as Google's public policy lead for emerging markets in Asia and as head of Airbnb for Southeast Asia, Hong Kong and Taiwan. He now oversees government relations strategy across Asia for Uber. He is examining regulatory environments in each country and considering the potential for business expansion in the Korean market.
Uber is currently operating robo-taxi services in some U.S. cities and accumulating experience. Given that it is expanding partnerships with global automotive and tech corporations, O'Gill said it is quite possible for robo-taxis to enter Korea once the technology and regulatory environment mature.
He emphasized that artificial intelligence (AI) has already become deeply integrated into Uber's core operations. O'Gill said Asia has adopted "surge pricing" in several countries to raise fares when demand is high and lower them when demand is low to improve matching efficiency between passengers and drivers, but added that this is not possible in Korea due to meter-based fare regulations.
Uber's use of AI goes beyond pricing. O'Gill said AI is being widely used in safety and support areas, strengthening identity verification systems with AI to confirm that registered drivers are actually driving the vehicles, and automating a large portion of customer service inquiries so consumers can receive more efficient and faster service.
O'Gill also outlined his vision for the future mobility environment. He said the company aims to be an "end-to-end mobility platform" that takes responsibility for the customer journey from start to finish, whether autonomous vehicles or UAM (urban air mobility). He explained that, using Seoul as an example, a structure will be created in which a passenger moves by Uber vehicle to a takeoff and landing site, crosses a river by UAM, then after landing takes an Uber vehicle again to the final destination. The following is a Q&A with O'Gill.
─How are Asian countries using AI?
There are several approaches. The first is pricing. Fares are raised during high-demand periods and lowered during low-demand periods. This allows the most efficient matching of passengers and drivers. The second is safety and fraud prevention. Identity verification systems are being strengthened with AI to confirm that registered drivers are actually driving the vehicles. The last is customer support. A large portion of customer service inquiries is automated so consumers can receive more efficient and faster service.
─Why can't this pricing system be applied in Korea?
The biggest reason is regulation. Taxi fares in Korea are fixed by meter. Because fares are determined by time, distance and boarding time, they cannot be adjusted flexibly according to demand and supply conditions.
─How do you assess Korea's mobility regulatory environment?
Uber complies with each country's regulations wherever it operates. However, when regulations are made they should be flexible and results-oriented to match changing technological environments. Regulation for the sake of regulation can hinder innovation. Better regulation, I believe, clearly defines what to block and what to enable.
─How did you resolve conflicts with the transportation industry in Asian countries?
Historically, not every taxi ecosystem welcomed Uber. But over time we found cooperative models. Today, in Korea and Japan we operate in cooperation with the taxi industry. In Taiwan there were initial clashes, but it has become the largest mobility platform offering both private-hire and taxi services.
─What are the prospects for Uber Eats food delivery or autonomous robo-taxi services in Korea?
There are no current plans for Uber Eats. For robo-taxis, the goal is to introduce them everywhere in the world. Technology is advancing quickly, and many global automotive and tech corporations see Uber as a trustworthy partner. We cannot announce immediate market entry into Korea, but we hope to see them in Korea someday.
─There are concerns that robo-taxis could reduce jobs.
The introduction of autonomous driving will not wipe out millions of jobs in a short period. Vehicle costs remain high and the technology is not perfect. The transition will be gradual, and for the time being a hybrid network where human drivers and robo-taxis coexist will be maintained. For example, robo-taxis are more efficient for airport highway trips, but human drivers are better suited for narrow, rainy alleyways at night.
─How will Uber's mobility services change in five years?
We aim to be an end-to-end platform that takes responsibility for the customer journey from start to finish, whether with autonomous vehicles or UAM. For example, in Seoul we envision a scenario where a passenger travels by Uber vehicle to a takeoff and landing site, crosses a river by UAM, then after landing is connected again by Uber vehicle to the final destination.