"After we analyzed Gangnam roads ourselves, we found that only 2.3% of sections allow autonomous vehicles to legally pick up and drop off passengers. The key is how to solve this with local governments."
Kim Jin-gyu, vice president of Kakao Mobility's Physical AI division, said this at a forum on July 28 at the National Assembly Members' Office Building in Yeouido, Seoul, held under the theme "In the era of physical AI, how does Autonomous Driving become part of daily life," adding that a service operations framework must be established alongside the commercialization of Autonomous Driving.
Kakao Mobility launched an Autonomous Driving task force (TF) in 2018 and has carried out technology development and pilots in Sejong and Pangyo. Since March, it has been selected as a Seoul autonomous vehicle passenger transport operator and has been running the "Gangnam late-night Seoul autonomous car," which applies its own technology.
Kim explained that while discussions on commercializing Autonomous Driving have so far focused on how much to advance driving technology, what will matter going forward is how safely and smoothly the related services are operated.
A prime task is pick-up and drop-off space. According to Kakao Mobility, of 695.71 kilometers of roads in the Gangnam area, only 16.32 kilometers allow autonomous vehicles to legally pick up or drop off passengers. Even if the technology advances, actual service will inevitably face limits unless spaces to stop and related rules are in place.
Even if robotaxis begin operating as Autonomous Driving technology advances, the small initial fleet size means a high chance of failed dispatches. In that case, other modes such as regular taxis or buses should be linked to complete the user's trip to the destination, Kim said. It is also necessary to establish on-site response systems for charging, safety management and maintenance.
Kim said, "Even if autonomous vehicles are built well, operating them well is what matters," adding, "The more vehicles become unmanned, the better in-vehicle motion detection, control, remote action and on-site staff dispatch must be consolidated."
Ways to secure profitability for Autonomous Driving technology companies were also discussed at the forum. Han Ji-hyeong, CEO of Autonomous A2Z, who joined as a panelist, said, "Commercialization is possible only when Autonomous Driving technology development, service operation and mass vehicle production happen together." Autonomous A2Z ranked sixth in last year's comprehensive Autonomous Driving technology assessment by market research firm Guidehouse Insights, making it the only domestic company to place in the top 10.
Han assessed that despite high development costs and vehicle prices for autonomous vehicles, low production volumes have created a vicious cycle that prevents price reductions. He said, "As with the early days of the EV market, autonomous vehicles also need subsidies," adding, "The government and local governments must create the early market and increase production volume so vehicle prices fall and commercialization becomes possible."
Meanwhile, the government is moving to overhaul related systems in preparation for driverless Level 4 autonomous vehicles. The Ministry of Land, Infrastructure and Transport said it is running a task force (TF) to discuss who should bear responsibility in the event of an accident among the vehicle manufacturer, Autonomous Driving technology developer, control operator and transport platform.
Park Jeong-hyeok, Director of the Autonomous Driving Policy Division at the Ministry of Land, Infrastructure and Transport, said, "Opinions are divided on whether it is appropriate to introduce systems first when the industrial ecosystem is not yet sufficiently formed," adding, "We will gather views from experts, industry, local governments and the National Assembly to set the direction."