This raises an important question: how come the US has robotaxis, and Europe is stuck with roboshuttles? Well, the answer comes back to the very beginning of the article: regulations and ideology.

The US vs EU: Regulation

In the US, passenger vehicles must comply with Federal Motor Vehicle Safety Standards, but autonomous vehicles are governed at the state level. This means certain areas can decide to go all in on the technology.

Consider California. It’s already home to the world’s biggest tech companies and investors. This means like Waymo and Cruise can spend years building a relationship with city officials, road safety authorities, advocacy groups, and town planners, giving them a head start.

Things are very different in Europe. While the US hands over responsibility to each state, this falls to the EU in the former. And that body requires agreement across multiple countries.

To find out more about how this functions, I spoke with Barnaby Simkin from NVIDIA. He leads its regulatory affairs team and is responsible for monitoring and is responsible for monitoring and influencing regulations and standards related to AI automation and virtual testing.

Simkin shared that the EU has been grappling with the challenge of “giving trust to the industry, giving carmakers the freedom to justify their safety credibility.” Countries like Germany, with a long automotive manufacturing history, are the most motivated to advance vehicle automation.

And this seems to be catching on. The EU passed the General Safety Regulation in July. It’s the first legal framework to allow automated and fully driverless cars to become available on European roads.

Member states hope its deployment will boost innovation and improve the competitiveness of the bloc’s car industry. While Europeans have taken a more methodical, cautious approach, the collective R&D and cross-industry collaborations (Europeans love a committee) are kicking things off.

And this is where we get to the ideology part of the argument.

Understanding what lies beneath

There’s another reason for Europe’s delays that goes beyond regulations and explains why we have roboshuttles, not robotaxis. Effectively, the US and Europe have differing views about how automation should fit into the future of mobility.

In the US, 45% of people have no access to public transportation. The country is built far more on private vehicles, rather than communal ones — no surprise when you think of the size of the country. The figures are still shocking though. In 2021, the US government announced a $108 billion investment into public transport, its largest to date. 

Sounds huge, right? Well, not so much when you consider that VCs invested $80 billion from 2014 to 2017 in autonomous vehicles — and even more since. Most people ride in private cars, and since investments in public transport are lacking, cities see autonomous ride-hailing as a way to get people away from car ownership.

By comparison, in Europe, operators like EasyMile gain permits to plug public transport service gaps. This year the company launched a service at the Terhills resort in Belgium. Arwid Schmidt — its Director of Strategic Initiatives, Passenger Transportation, told me that this project isn’t “a proof of concept.” Nor is it a “demonstration.” Instead, this is a ten-year deal that replaced a “conventional crewed electric bus on the site, which wasn’t used enough because they couldn’t get the staff.” Now, five EasyMile autonomous shuttles are running the route at a much higher frequency. 

The company is doing a similar thing in other cities, its shuttles integrating with public transport timetables and ticketing. This contrasts with the US, where most operators (besides May Mobility) prioritise commercially successful routes over filling service gaps.

And except for the Sixt announcement (from which we’ve heard nothing since last year), European ride-hailingcompanies aren’t hurrying to embrace autonomous vehicles. Carlos Herrera, CTO at Spanish ride-hailing company Cabify, told me that the current safety and quality of service is inadequate.

He asserts, however, that his company is always happy to consider any solution, “as long as it is in line with improving cities and making them better places to live. But first, the focus must be on reducing emissions to zero now.”

At a time of financial uncertainty, these businesses are focusing on meeting their carbon emission targets. This expensive enterprise involves replacing ICE fleets for EV, not investing in autonomous vehicle tech. Again, very unlike the US.

And now we can see why Europe doesn’t have robotaxis yet: it has a more robust public transport network, tougher regulatory hoops to jump through, and not as much private investment. But is it bad that the continent isn’t overflowing with autonomous cars?

Europe’s risk-averse approach to robotaxis has its benefits

The continent’s caution is actually a good thing, as it has managed to avoid the US operators’ challenge of transitioning from trials to a viable business model. In other words, being first means you take the most risks. Recently Ford-owned robotaxi company Argo.ai closed down. In an earnings call, Ford CEO Jim Farley gave some home truths:

“We still believe in L4 technology, that it will have an important impact in moving people.” But he also said that creating self-driving “robotaxis” is “harder than putting a man on the moon,” and that “almost $100 billion has been invested in L4″ industry-wide, without a definitive business use case.”

And it’s not only Ford questioning the economics. In July, GM said it lost $500 million — more than $5 million a day — on Cruise during the second quarter of 2022. And there’s still a long way to go. 

Government reporting reveals Cruise has conducted 1,806.8 miles (2907.7 kilometres) of autonomous vehicle journeys with taxi passengers in Q3 of this year. This breaks down to about 20 miles (32 km) a day — half what an average taxi driver could accomplish.

This suggests robotaxis are a long way from any semblance of mass deployment, let alone full-scale national operations — and Europe has, so far, sidestepped much of this huge outlay.

It will likely continue to do so too, until the long-term wins promised by autonomous vehicle companies come to fruition, and there’s a clear business model.

Of course, though, this is a dangerous strategy in itself. If the technological capabilities of North American robotaxi companies are so far ahead of Europe, then the continent’s streets will be filled with technology it doesn’t own. The US would effectively be syphoning money off into a different nation’s economy. Still, from everything we’ve seen so far, Europe’s robust public transport network is more likely to merge with autonomous vehicles, rather than be replaced by them.

All this leads us back to our original question though…

So WHEN can I ride in a robotaxi in Europe?

I put this question to Christian Gnandt, Vice President of Automated Driving at TÜV SÜD, who thinks robotaxis will arrive “within the next years.” He suggests the most important thing is “not that every single car is driving autonomously in every condition. But it’s really about a specific area under certain assumptions, maybe a certain township of a city and nice weather conditions. This will be the next step.”

With all of this to reckon with, Europe’s slower, more cautious approach to autonomous vehicles and their socio-economic implications ultimately puts Europeans in a better position to enjoy what this technology has to offer in the future. We may not have robotaxis yet, but roboshuttles have opened people up to the idea of autonomous vehicles and provided a viable business model.

We may not be zipping around in driverless cars any time soon, but, on balance, that’s probably a good thing.