“Starting now, I will take my hands off the steering wheel and use autonomous driving.”
On December 5, on a road in Anyang, Gyeonggi Province, the safety officer of the autonomous driving robotaxi (Robotaxi) that the reporter was riding in said this while taking their hands and feet off the steering wheel and pedals. The safety officer noted that “in all areas where autonomous driving is possible, the car moves on its own without any separate operation by the driver.”
Alphabet's autonomous driving subsidiary, Waymo, and Baidu's autonomous driving robotaxi service, Apollo Go, are all operating driverless robotaxis. However, domestic laws prohibit the operation of autonomous vehicles without a safety officer to control driving in case of emergencies. Ryu Yang-ho, executive director of the SWM Autonomous Driving Tech Center, noted that “we are calling for legal amendments to allow the operation of driverless autonomous vehicles.”
During autonomous driving, the display in the front center of the robotaxi and the one in front of the backseat passengers constantly show the cars passing by. At the same time, the SWM system, which can monitor up to 200 vehicles, displays the shapes and sizes of cars on the screen.
SWM has trial-operated robotaxis in Sangam-dong, Mapo-gu, Seoul, as well as in Daegu and Anyang, Gyeonggi Province, and is currently providing trial services in the Gangnam area of Seoul. While previous operations were close to proof-of-concept tests, the Gangnam project, which started services on September 26, 2024, is in the final stage before commercialization. Reservations and calls can be made through the smartphone application, KakaoT.
The robotaxi is based on KG Mobility's Korando EV, equipped with the supercomputing system AP-500 developed by SWM. It is outfitted with an Intel central processing unit (CPU) and a parallel processing-capable NVIDIA graphics processing unit (GPU).
With 16 cameras, up to 8 LiDARs, 5 radars, 4 microphones, and 12 ultrasonic sensors sending information about the surroundings, the AP-500 analyzes this data and issues commands to the various parts of the car to enable movement.
SWM's autonomous driving system has the same number of cameras (29) and radars (6) as Waymo (5th generation), but has more LiDARs (5). Considering that LiDAR is one of the key technologies for autonomous driving, this indicates that SWM's system level is not inferior to Waymo's.
While driving straight, when a car cuts into the lane from the side, the robotaxi slows down to allow the vehicle to enter safely. At intersections, while waiting for the signal, the ability of the car to move following the light is impressive. When making a right turn, it also confirms that no approaching vehicles are present before moving, leading to the notion that there are no gaps. It is remarkable how it feels similar to a human driver.
The robotaxi accelerated and braked similarly to a real human driver. There was no sudden acceleration or braking. The key to autonomous driving is how closely it resembles human driving.
A yellow sign indicating a children's protection zone appeared. The robotaxi announced the switch to manual driving mode, and the safety officer intervened in the driving. The safety officer noted that “the principle is to disable autonomous driving in non-autonomous sections and in specific areas such as children and elderly protection zones.”
Mannequins or animal-shaped signs placed for construction sites or road control can confuse the autonomous driving system. In this regard, Executive Director Ryu noted, “Therefore, the city of Seoul, which is conducting autonomous driving pilot projects, advises that autonomous driving should not be used in construction zones.” He added that “while human drivers might flexibly navigate traffic regulations, even minor infractions will not be permitted for the autonomous driving system.”
The operating hours of the robotaxi, which is in trial service in the Gangnam area of Seoul, are from 11 p.m. to 5 a.m. the next day, totaling six hours a day. This time is suitable for testing the autonomous driving system as vehicle traffic is low; there are fewer variables on the road. Currently, it only operates autonomously on main roads, with safety officers driving the vehicle in alleys or back roads.
If the KakaoT app is activated on a smartphone in the operating area, you will see the activated Seoul autonomous car option under the ‘taxi’ category. If a robotaxi is available, it can be requested in the same way as a regular taxi, utilizing a pre-registered payment method. However, regardless of distance traveled, the fare is ‘0 won (free).’
A total of four robotaxis have been deployed in this area, with three operating simultaneously. One is a backup vehicle. Interestingly, the robotaxi service area includes Daechi-dong, known for its private academies. The robotaxi is reportedly popular among students finishing late-night classes.
From September 26 to December 5, the robotaxi operated for a total of 46 days. It operates on all weekdays and rests on Saturdays and Sundays, but operates normally on public holidays that fall on weekdays.
A passenger who frequently uses the SWM robotaxi stated that they had taken the taxi more than 30 times during the operation period. This passenger used the robotaxi for returning home from an academy. He noted that “it's convenient and safe.”
Plus point
Interview with Ryu Yang-ho, head of the SWM Autonomous Driving Tech Center, Executive Director: “The ultimate goal is accident-free driving... pursuing mobility without traffic exclusion.”
How do you see the potential of robotaxis?
“I believe it is very significant. Any object with power can apply artificial intelligence (AI) autonomous driving technology. The first application will likely be in transportation (taxis), which we are currently undertaking. The transport sector faces challenges regarding labor costs and the supply of human drivers. Robotaxis are being considered as a solution.
How would you evaluate the robotaxis of Waymo, Baidu, etc.?
“There is no technological gap, but I am pleased with their lead. The success of these two companies will be key to the market.”
What is the reason that finished car manufacturers cannot apply Level 4 or higher autonomous driving technology?
“First of all, it is expensive. Assuming a fully autonomous vehicle, the pure technology price, excluding the cost of automated vehicles, exceeds 100 million won per unit. The system price must drop to one-tenth of the current level for autonomous driving technology to be possible in mass-market vehicles. Liability for accidents is also considerable. If even one accident occurs while autonomous driving, the manufacturer will bear significant responsibility.”
Has there ever been an accident in the robotaxi business?
“There are currently very few robotaxis in operation, so the burden of accidents is still low. There have been no actual accidents. Software (autonomous driving system) companies generally face less burden than hardware (vehicle) companies. If things go as planned, I believe we can provide a service platform for autonomous vehicles before 2030.”
What are the technical and institutional challenges for robotaxis?
“From a technical perspective, there are two main types: driving technology and operational technology. Driving technology is considered relatively completed, but the issue is that operational technology must fully replace the driver's role during unmanned autonomous driving. I believe that operational technologies such as communication with customers, autonomous charging, pollution response, and pre-operation checks are still inadequate. Institutionally, I believe a licensing standard for unmanned autonomous vehicles must be established. The current temporary operation permit for autonomous driving is for research and development. If obtained, it allows for proof-of-concept tests in autonomous driving pilot zones, and if local governments issue paid transportation permits, it can carry passengers. However, autonomous driving without a driver is still impossible. I understand that the Ministry of Land, Infrastructure and Transport is preparing a license for unmanned autonomous driving.”
Are there any other difficulties?
“The rigidity of traffic regulations is disappointing. For instance, when a broken-down vehicle is on one side of a one-lane road, a human would assess the situation on the opposing lane and cross the center line to avoid it. However, autonomous vehicles must satisfy all regulations 100%, so they can only stop in such situations. This leads to significantly inefficient driving. All autonomous vehicles face this dilemma.”
What are you trying to achieve with the development of autonomous driving technology?
“The ultimate goal is accident-free driving. We also aim to reduce the labor required for driving, which also targets productivity enhancement. Protecting the global environment through a sharing economy is also a goal. The competition to seize the technology and market has already begun. When Level 4 or higher autonomous driving technology reaches the commercialization stage, the first area to expand will likely be transportation service markets like robotaxis. Robotaxis, being capable of 24-hour operation, can solve mobility issues not just in major cities but also in transportation-disadvantaged areas. It shows great business potential.”