Vehicles Become Smaller, Precision of the System Comes Under Scrutiny

This autumn in Setouchi, three types of “small vehicles” have begun to operate.

In Iwakuni City, the first light vehicle taxi in the Chugoku region has started its operations, while in Higashihiroshima City, a demonstration experiment for an autonomous bus is underway around JR Saijo Station. In the Asakita Ward of Hiroshima City, a ride-sharing taxi service for elderly residents who have surrendered their driver’s licenses will commence in November.

Each of these initiatives has been designed by different operators facing different challenges. However, when considered together, one question emerges: “Who is this vehicle meant to serve?” As the size of the vehicle decreases, the answer to this question must be increasingly precise. While a large bus may suffice with a simple “it can carry people,” a four-passenger light taxi, a ten-passenger autonomous vehicle, and a reservation-based ride-sharing taxi require careful planning regarding “who, when, and where” to determine their success.

When the “minimum unit of regional transportation” is rewritten, it is not just the size of the vehicles that changes. The resolution of the system itself is being scrutinized.

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Light Taxi: Filling the “Distance That Could Not Be Traveled”

The light taxi launched by Kuga Daiichi Transportation in Iwakuni City in October is based on a Daihatsu light vehicle, accommodating four passengers (three passengers plus the driver). This marks the first introduction of such a service in the Chugoku region.

What stands out is the fare structure. The initial fare is set about 10-20% lower than that of regular taxis, aiming for a price around 1,000 yen for short distances and generally not exceeding 2,000 yen for medium distances. By lowering the “psychological barrier of a one-meter fare,” the design aims to reach those who have hesitated to call a taxi—particularly elderly residents living on pensions or those who find it difficult to walk to a bus stop.

The reduced acquisition and maintenance costs of light vehicles are also significant for operators. Fuel efficiency is approximately 1.3 to 1.5 times better than that of regular taxis, and costs for inspections and insurance are lower. By slightly lowering the barrier of “not being able to operate due to unprofitability” in depopulated areas, this approach represents a subtle yet structural strategy.

However, challenges remain. Light vehicles are not easily adaptable for wheelchair access, and there is limited luggage space. It is impossible for a single vehicle to cover all mobility needs. Therefore, light taxis should not be seen as “universal vehicles” but rather as tools to fill the gaps left by existing transportation. Clearly defining their role within the system will be the strength of these small vehicles.

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Autonomous Bus: Solving Problems by Being “Driverless”

The autonomous bus demonstration experiment in Higashihiroshima City operates on public roads starting from JR Saijo Station. Although a person sits in the driver’s seat, the vehicle was publicly demonstrated driving with hands off the steering wheel. It employs level 2 autonomous driving technology, with plans to transition to level 4 (fully autonomous driving under specific conditions) in the future.

The significance of this experiment lies not so much in the advancement of technology itself but in its direct approach to the structural issue of “driver shortages” in regional transportation. Many bus operators in Hiroshima Prefecture are facing an aging workforce and difficulties in hiring, leading to real considerations of reducing or discontinuing routes. Autonomous driving seeks to address this structure not by “increasing the number of people” but by “transforming the system to rely less on people.”

On the other hand, during the demonstration phase, safety monitors must accompany the vehicle, and challenges remain regarding responses in bad weather and complex intersections. There is still a gap between the stage where the technology is “usable” and the stage where residents “trust and ride” it. The data that Higashihiroshima City needs to collect during this demonstration goes beyond just driving accuracy. Understanding where passengers feel anxious and identifying peak demand times—data on human perception and behavior—will be crucial for future designs.

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Ride-Sharing Taxi: Supporting Life After Surrendering a License

The ride-sharing taxi service set to begin in November in the Yamakura area of Asakita Ward, Hiroshima City, primarily targets elderly residents who have surrendered their driver’s licenses. It operates on a reservation basis, connecting homes in the area to the nearest commercial facilities or medical institutions.

The significance of this system goes beyond merely providing a means of transportation. Surrendering a driver’s license directly correlates with a “reduction in mobility” for elderly individuals. Shopping, medical visits, and social interactions—all aspects of daily life—can lead to a loss of the sense of being able to move independently. The ride-sharing taxi functions as a device to slightly alleviate that loss.

The operational model is designed to bundle multiple users’ reservations to create routes. This approach is expected to be more efficient than individual door-to-door services, keeping the cost per user to a few hundred yen. However, if the aggregation of reservations does not work well, the rate of empty vehicles may increase, jeopardizing sustainability. Here again, the “precision of the system” is critical.

The Yamakura area is located in a hilly region with limited bus services, and the aging rate of residents significantly exceeds the city average. Whether the ride-sharing taxi can function effectively in this area will serve as a litmus test for other regions with similar conditions—there are dozens of such areas within Hiroshima Prefecture alone.

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Three Vehicles Reflecting One Structure

The light taxi seeks to break down the “cost barrier,” the autonomous bus aims to dismantle the “labor barrier,” and the ride-sharing taxi addresses the “gap after surrendering a license,” each from different angles. The shapes of the vehicles, the levels of technology, and the operating entities all differ. However, what they share in common is a departure from the traditional public transportation concept of “operating large vehicles and waiting for passengers” to a design philosophy of “delivering small vehicles to those in need.”

This transition necessitates essential behind-the-scenes work. Reservation handling, route optimization, accumulation and analysis of usage data, informing residents, and collecting feedback after operations—these are all subtle tasks that often go unreported. However, as vehicles become smaller, the precision of this behind-the-scenes work increasingly influences the passenger experience. While a large bus can establish a minimum level of trust by simply “arriving on schedule,” for a reservation-based ride-sharing taxi, the entirety of trust hinges on whether “a phone call can ensure timely arrival for tomorrow’s medical appointment.”

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What to Watch Moving Forward

As these three initiatives that have begun this autumn evolve by next spring, it is essential to look beyond just the “number of users.”

For the light taxi, it will be important to see if new users who previously did not use taxis are now utilizing the service. For the autonomous bus, it is crucial to assess not only technical data but also how passengers’ “ride comfort” and “sense of security” have changed. For the ride-sharing taxi, understanding the aggregation rate of reservations and how users’ living areas have shifted will be key.

All of these metrics can only be understood through practical operation. The ability to carefully interpret these figures and reflect them in future designs will determine the sustainability of regional transportation.

The three small vehicles in Setouchi have only just begun their journeys. Yet, within their smallness lies the potential for someone’s medical appointments, shopping, or long-awaited outings.