📋 Korean Law Insight | Technology & Mobility
By Attorney NOH UJIN | HANBYOL LAW LLC, Seoul
Autonomous Vehicles and Mobility-as-a-Service (MaaS): Legal Framework in Korea for Foreign Companies
South Korea is positioning itself as one of the world's leading hubs for autonomous vehicle (AV) technology and Mobility-as-a-Service (MaaS) development. With the government's ambitious roadmap for Level 4 autonomous driving commercialization and a rapidly expanding ecosystem of domestic and foreign technology companies, Korea's AV legal landscape is evolving at an unprecedented pace.
For foreign companies — from global automotive OEMs and tier-1 suppliers to AV software developers, ride-hailing platforms, and MaaS aggregators — understanding the Korean legal and regulatory framework is essential before entering or scaling operations in this market. This guide provides a comprehensive overview of the key laws, licensing requirements, liability framework, data governance rules, and practical compliance steps for foreign participants in Korea's AV and MaaS sector.
1. The Regulatory Landscape: Key Laws and Agencies
Korea's autonomous vehicle regulatory framework is primarily shaped by three statutes:
1.1 Autonomous Vehicle Act (자율주행자동차 상용화 촉진 및 지원에 관한 법률)
Enacted in April 2020, the Autonomous Vehicle Commercialization Promotion and Support Act (commonly referred to as the "AV Act") is the cornerstone legislation governing AV development and deployment in Korea. Key provisions include:
- Establishment of Autonomous Driving Safety Zones (자율주행 안전구역) designated by the Ministry of Land, Infrastructure and Transport (MOLIT) where Level 3 and Level 4 AVs may operate commercially.
- Licensing framework for Temporary Driving Permits (임시운행허가) for AV testing on public roads.
- Mandatory reporting obligations for AV operators on accidents, near-misses, and system disengagements.
- Creation of the AV Policy Committee (자율주행자동차 정책위원회) as a cross-ministry coordination body.
1.2 Road Traffic Act (도로교통법) and Motor Vehicle Management Act (자동차관리법)
AVs must comply with the existing Road Traffic Act and Motor Vehicle Management Act, which regulate vehicle type approval, registration, driver licensing, and traffic rules. Korea adopted SAE Level definitions (Levels 1–5) and introduced Level 3 conditional automation provisions in the Road Traffic Act through 2021 amendments, permitting Level 3 operation on expressways under specific conditions.
1.3 Smart City Act and Mobility Platform Regulation
The Smart City Act (스마트도시법) governs integrated urban mobility services, including MaaS platforms that aggregate multiple transportation modes. MaaS operators must register with and comply with MOLIT guidelines on data sharing, interoperability, and consumer protection.
1.4 Key Regulatory Agencies
| Agency | Jurisdiction |
|---|
| Ministry of Land, Infrastructure and Transport (MOLIT) | AV commercialization policy, road standards, MaaS regulation |
| Ministry of Trade, Industry and Energy (MOTIE) | AV industry support, R&D funding, export promotion |
| Korea Transportation Safety Authority (TS) | AV testing, safety certification, accident investigation |
| National Police Agency (경찰청) | Road traffic law enforcement for AVs |
| Personal Information Protection Commission (PIPC) | Vehicle data, passenger data, LIDAR/camera data governance |
2. AV Testing and Temporary Driving Permits
Foreign companies wishing to test autonomous vehicles on Korean public roads must first obtain a Temporary Driving Permit (임시운행허가) from MOLIT (administered by the Korea Transportation Safety Authority, TS). As of 2025, there are over 200 vehicles registered under this permit system nationwide.
Application Requirements:
- Proof of vehicle safety (technical specifications, simulation test results)
- Emergency override system documentation
- Insurance coverage certificate (minimum liability coverage as specified by regulation)
- Designated safety driver present in vehicle for all Level 3 or below testing
- MOLIT-approved monitoring and data recording system installed
Testing is permitted on designated AV test roads and in the K-City autonomous vehicle testing complex in Hwaseong, Gyeonggi-do — the world's largest dedicated AV test facility, spanning 320,000 m². Foreign companies may access K-City through an MOU with the Korea Automobile Testing & Research Institute (KATRI).
3. Commercial Deployment: Autonomous Driving Safety Zones
For commercial AV service deployment (beyond research testing), foreign companies must operate within designated Autonomous Driving Safety Zones (자율주행 안전구역). As of 2025, safety zones have been designated in:
- Sejong City (세종시) — government-led smart city corridor
- Pangyo (판교) — tech hub with robotaxi pilot services
- Cheongna (청라), Incheon — logistics and port transport
- Gwangmyeong (광명) — urban robotaxi corridors
Operators of AV services in these zones must obtain a Autonomous Vehicle Commercial Service License (자율주행 상용서비스 허가) from MOLIT, submit safety management plans, and comply with real-time data sharing requirements with the Korea Intelligent Transport Systems Association (KITS).
4. Liability Framework: Who Is Responsible for AV Accidents?
The question of liability in AV accidents is arguably the most complex legal issue in the sector. Korea's current framework distributes liability as follows:
4.1 Level 3 AVs: Driver Liability with Partial Shift
For Level 3 (conditional automation) vehicles, the driver remains the primary liable party when the system requests human takeover and the driver fails to respond. The AV Act provides that the AV operator (company) bears liability for accidents that occur while the autonomous system is in control and no override request has been issued. Insurance claims are filed under the mandatory automobile liability insurance framework.
4.2 Level 4+ AVs: Operator/Manufacturer Liability
For Level 4 (high automation) and above, where no human driver is expected to be in control, liability shifts primarily to the AV operator and potentially the AV manufacturer under product liability principles. Korea's Product Liability Act (제조물책임법) applies to AV defects. The 2020 AV Act also introduced a special liability provision holding AV operators strictly liable for accidents in the absence of force majeure or third-party fault.
4.3 MaaS Platform Liability
MaaS platforms aggregating AV-based services may be held liable as intermediaries under the Electronic Commerce Act (전자상거래 등에서의 소비자보호에 관한 법률) if they facilitate transactions involving defective or unsafe AV services. Indemnification clauses and clear liability allocation between the MaaS platform, AV operator, and vehicle manufacturer are essential contractual provisions.
5. Data Governance: AV and MaaS Data Under Korean Law
Autonomous vehicles generate enormous volumes of data — from LiDAR point clouds and camera footage to passenger behavioral data and route information. Korean law imposes strict requirements on how this data may be collected, processed, shared, and retained:
5.1 Personal Information Protection Act (PIPA)
Camera footage capturing identifiable individuals (pedestrians, other drivers) constitutes personal information under the PIPA. AV operators must:
- Establish a legal basis for collection (consent or legitimate interest)
- Minimize data collection to what is necessary for the specific purpose
- Anonymize or pseudonymize data where possible
- Implement the retention periods prescribed by the Korea Transportation Safety Authority
- Appoint a Data Protection Officer (DPO) if processing large volumes of personal data
5.2 Cross-Border Data Transfer Restrictions
Transferring AV-generated data (including map data, sensor data, and personal information) outside Korea is subject to PIPA's cross-border transfer requirements. Additionally, MOLIT guidelines restrict the export of high-precision mapping data (정밀도로지도) under spatial data regulations — a significant compliance consideration for foreign AV companies that process sensor fusion data in offshore data centers.
5.3 Mandatory Accident Data Recorder (ADR) Requirements
All AVs operating under the temporary permit system are required to be equipped with a certified Accident Data Recorder (ADR). Data from the ADR must be retained for a minimum of 6 months and made available to regulators upon request within 24 hours of an accident or safety incident.
6. MaaS Platform Regulation for Foreign Operators
Foreign MaaS platforms (such as integrated mobility apps offering ride-hailing, bike-sharing, public transit integration, and AV robotaxi services) face additional regulatory requirements:
- Passenger Transport Business Act (여객자동차 운수사업법): Ride-hailing components must comply with this act. Foreign operators must obtain a business license or partner with a licensed Korean operator.
- Mobility Platform Registration: MaaS aggregators must register with MOLIT as a Platform Transportation Business (플랫폼운송사업).
- Consumer Protection: MaaS platforms are subject to the Act on the Consumer Protection in Electronic Commerce, requiring transparent pricing, refund policies, and safety disclosures.
- Interoperability Standards: MOLIT's MaaS framework mandates data interoperability with the National Mobility Data Platform (국가 교통 데이터 플랫폼).
7. Investment and Market Entry Strategies for Foreign AV Companies
Foreign AV companies may enter the Korean market through several legal structures:
| Entry Mode | Advantages | Considerations |
|---|
| Korean Subsidiary (Ltd.) | Full operational control, eligible for government subsidies | Local director requirement, capital minimum |
| Joint Venture with Korean Partner | Market access, regulatory navigation, technology partnership | IP protection, governance structure critical |
| Technology Licensing | No local presence required, royalty income | Withholding tax on royalties (10% standard) |
| Research Office / Liaison Office | Low cost, regulatory observation | Cannot conduct commercial activities |
Foreign-invested AV companies may qualify for investment incentives under the Foreign Investment Promotion Act (FIPA), including tax exemptions (corporate tax, acquisition tax) for investments classified as "new growth engine industries," which includes AV technology.
8. Government Support Programs
Korea's government actively supports AV development through:
- AV R&D Funding: MOTIE's "Future Automotive Industry Development Innovation Project" with total KRW 1.1 trillion investment through 2030.
- AV Safety Zone Expansion: MOLIT plans to expand safety zones to 20+ cities by 2027.
- K-AV Initiative: Integrated AV industrial cluster in Hwaseong, Ulsan, and Busan with manufacturing, testing, and certification capabilities.
- Invest KOREA: One-stop investment support for foreign AV companies via KOTRA's Invest Korea platform.
📌 Official References
Frequently Asked Questions (FAQ)
Q1: Can a foreign company obtain an AV temporary driving permit in Korea directly, or must it operate through a Korean entity?
Foreign companies may apply for a temporary driving permit directly through MOLIT/TS, but in practice, most foreign AV companies establish a Korean subsidiary or enter a partnership with a Korean entity for operational and liability reasons. A Korean legal representative or point-of-contact is required for the permit application. Wholly foreign-owned companies (외국인투자기업) are fully eligible for temporary permits.
Q2: What level of insurance is required for AV testing in Korea?
The AV Act requires that vehicles operating under a temporary driving permit carry at minimum the statutory mandatory automobile liability insurance (자동차손해배상 보장법). Operators of Level 4+ AVs are strongly advised to carry additional product liability and general third-party liability coverage. Insurance premiums for AV testing are typically higher than standard vehicle coverage due to the novel risk profile.
Q3: How does Korea's AV liability framework compare to the EU and US?
| Feature | Korea | EU (Draft AV Regulation) | USA (NHTSA Framework) |
|---|
| Level 3 Liability | Driver + operator split | Operator primarily | State-dependent |
| Level 4 Liability | Operator strictly liable | Manufacturer primarily | Manufacturer/operator |
| ADR Mandatory | Yes (6 months retention) | Yes (EDR) | Proposed (EDR) |
| Safety Zone Required | Yes (designated zones) | Geofenced testing | State permit systems |
| Data Export Restrictions | Yes (PIPA + mapping) | GDPR applies | No federal restriction |
Q4: What are the key data compliance requirements for MaaS apps operating in Korea?
MaaS apps must comply with PIPA for any personal data collected from Korean users (location data, payment information, travel history). Key obligations include: obtaining explicit consent for sensitive data (precise geolocation), providing a Korean-language privacy notice, appointing a domestic agent if the operator is foreign-based, and complying with data breach notification requirements (72-hour notification to PIPC for breaches affecting 1,000+ individuals). Violation penalties can reach KRW 300 million or 3% of relevant annual revenue.
Q5: Can a foreign AV company receive government R&D grants in Korea?
Yes. Foreign-invested companies incorporated in Korea are eligible for government R&D grants administered by MOTIE and the Korea Agency for Infrastructure Technology Advancement (KAIA). Eligibility typically requires: incorporation in Korea as a foreign-invested company (FIC) under FIPA, a minimum R&D investment commitment, and a technology development plan aligned with national AV roadmap priorities. Foreign companies without a Korean entity may participate as consortium members in government-funded research projects.
Q6: Are autonomous taxis (robotaxis) commercially permitted in Korea?
As of 2025, Level 4 robotaxi services are operating commercially in designated safety zones including Pangyo and Sejong City. Commercial services require a Platform Transportation Business license (플랫폼운송사업 허가) from MOLIT and must comply with the Passenger Transport Business Act. Several pilot services (including international joint ventures) are currently operating under special regulatory exemptions (규제 샌드박스) granted through MOTIE's sandbox program.
Q7: What intellectual property protections are available for AV technology in Korea?
AV software, algorithms, and hardware innovations can be protected through: (1) Korean patents filed with the Korean Intellectual Property Office (KIPO) — Korean patent prosecution typically takes 14–18 months for technology-intensive applications; (2) trade secret protection under the Unfair Competition Prevention and Trade Secret Protection Act; and (3) copyright protection for AV software code. For AI-generated AV decision-making systems, Korea's evolving AI Basic Act (인공지능기본법) may impose additional disclosure and safety certification requirements on developers by 2026.
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📋 韩国法律解析 | 科技与出行
作者：NOH UJIN 律师 | 韩别法律事务所 (HANBYOL LAW LLC)，首尔
韩国自动驾驶汽车与出行即服务（MaaS）：外国企业法律框架指南
韩国正将自身定位为全球自动驾驶（AV）技术和出行即服务（MaaS）发展的领先枢纽。政府发布了雄心勃勃的L4级自动驾驶商业化路线图，本土与外资科技企业生态系统迅速扩张，韩国AV法律格局正以前所未有的速度演进。
1. 监管框架：关键法律与机构
1.1 《自动驾驶汽车商业化促进及支持法》（자율주행자동차 상용화 촉진 및 지원에 관한 법률）
2020年4月颁布的《自动驾驶汽车商业化促进及支持法》（AV法）是韩国自动驾驶汽车开发与部署的核心立法，主要内容包括：在国土交通部（MOLIT）指定的自动驾驶安全区域内许可L3、L4级AV商业运营；为公共道路AV测试设立临时行驶许可证制度；以及建立跨部委协调机构——自动驾驶汽车政策委员会。
1.2 关键监管机构
| 机构 | 管辖范围 |
|---|
| 国土交通部（MOLIT） | AV商业化政策、道路标准、MaaS监管 |
| 产业通商资源部（MOTIE） | AV产业支持、研发资助、出口促进 |
| 韩国交通安全公团（TS） | AV测试、安全认证、事故调查 |
| 个人信息保护委员会（PIPC） | 车辆数据、乘客数据、激光雷达/摄像头数据治理 |
2. AV测试与临时行驶许可
希望在韩国公共道路测试自动驾驶汽车的外国公司，须首先向MOLIT（由韩国交通安全公团TS代为管理）申请临时行驶许可证。截至2025年，全国在此许可证体系下注册的车辆已超过200辆。
测试可在指定AV测试路段及位于京畿道华城的K-City自动驾驶测试综合体（全球最大专用AV测试设施，占地32万平方米）进行。外国公司可通过与韩国汽车测试研究院（KATRI）签订谅解备忘录的方式进入K-City。
3. 商业部署：自动驾驶安全区域
商业AV服务部署须在指定的自动驾驶安全区域内进行，目前已指定区域包括：世宗市（政府主导的智慧城市走廊）、板桥（科技枢纽，已有机器人出租车试点）、仁川青罗（物流和港口运输）、光明（城市机器人出租车走廊）。
4. 责任框架：AV事故由谁负责？
L3级：司机责任为主，部分转移
当自动驾驶系统请求人工接管而司机未响应时，司机仍是主要责任方。AV法规定，在自动驾驶系统控制期间且未发出接管请求时发生的事故，由AV运营方承担责任。
L4级及以上：运营方/制造商责任
对于L4级及以上自动驾驶，责任主要转移至AV运营方，并可能依据产品责任原则由AV制造商共同承担。2020年《AV法》引入特别责任条款，在无不可抗力或第三方过错的情况下，AV运营方须承担严格责任。
5. 数据治理：韩国法律下的AV与MaaS数据
自动驾驶汽车产生大量数据，包括激光雷达点云、摄像头录像、乘客行为数据和路线信息。韩国法律对这些数据的收集、处理、共享和保留规定了严格要求：
- 摄像头录像中可识别个人（行人、其他驾驶员）属于《个人信息保护法》（PIPA）下的个人信息，须建立合法收集依据并进行匿名化处理。
- 将AV生成数据（包括地图数据、传感器数据和个人信息）传输至韩国境外，须符合PIPA跨境传输要求。
- 高精度地图数据（정밀도로지도）受空间数据法规限制，不得出口——这是在境外数据中心处理传感器融合数据的外国AV企业面临的重要合规问题。
6. 常见问题 (FAQ)
Q1：外国公司能否直接申请AV临时行驶许可证？
外国公司可直接通过MOLIT/TS申请，但实践中大多数外国AV公司会设立韩国子公司或与韩国实体建立合作关系，以处理运营和责任问题。申请时须提供韩国法定代表人或联系人。在韩国以外商投资企业身份注册的企业完全符合申请资格。
Q2：韩国AV测试需要什么保险？
持临时行驶许可证运营的车辆须至少投保法定强制汽车责任险。L4级及以上AV的运营方强烈建议额外投保产品责任险和第三方责任险。
Q3：外国AV企业能否获得韩国政府研发补贴？
可以。在韩国注册的外商投资企业可申请由MOTIE和韩国基础设施技术进步局（KAIA）管理的政府研发补贴，通常需满足：在韩国以外商投资企业身份注册、最低研发投资承诺及与国家AV路线图优先事项相符的技术开发计划。
📌 官方参考资料
📚 相关文章
📋 韓国法律インサイト | テクノロジー・モビリティ
執筆：NOH UJIN 弁護士 | HANBYOL LAW LLC、ソウル
韓国の自動運転車とMaaS（Mobility-as-a-Service）：外国企業向け法律フレームワーク
韓国は自動運転（AV）技術とモビリティ・アズ・ア・サービス（MaaS）開発における世界有数のハブとしての地位を確立しつつあります。政府はLevel 4自動運転の商業化に向けた野心的なロードマップを掲げており、国内外のテクノロジー企業エコシステムが急速に拡大しています。
1. 規制の枠組み：主要法律と監督機関
1.1 自律走行自動車の商業化促進及び支援に関する法律（AV法）
2020年4月に制定されたAV法は、韓国における自動運転車の開発・展開を規定する中核的な法律です。主な内容として、MOLIT（国土交通部）が指定する自律走行安全区域でのLevel 3・4 AV商業運用許可、公道でのAVテスト用臨時運行許可制度、および横断的な調整機関としてのAV政策委員会の設置が含まれます。
1.2 主要監督機関
| 機関 | 管轄 |
|---|
| 国土交通部（MOLIT） | AV商業化政策、道路基準、MaaS規制 |
| 産業通商資源部（MOTIE） | AV産業支援、R&D資金、輸出促進 |
| 韓国交通安全公団（TS） | AVテスト、安全認証、事故調査 |
| 個人情報保護委員会（PIPC） | 車両データ、乗客データ、LiDAR/カメラデータガバナンス |
2. AVテストと臨時運行許可
韓国の公道で自動運転車をテストしたい外国企業は、まずMOLIT（韓国交通安全公団TS経由）から臨時運行許可を取得する必要があります。2025年現在、全国で200台以上がこの許可制度の下に登録されています。テストは、指定されたAVテスト道路および京畿道華城のK-City（世界最大の専用AVテスト施設、32万m²）で行えます。
3. 商業展開：自律走行安全区域
商業的なAVサービスの展開には、指定された自律走行安全区域内での運用が必要です。2025年現在、世宗市、板橋、仁川青羅、光明などに安全区域が指定されています。
4. 責任フレームワーク：AV事故の責任は誰が負うか
Level 3自動運転では、システムが人間への引き継ぎを要求した際にドライバーが対応しなかった場合、ドライバーが主な責任を負います。AV法は、自律システムが制御中かつ引き継ぎ要求が発せられていない場合の事故についてはAV事業者が責任を負うと規定しています。Level 4以上では、責任は主にAV事業者、および製造物責任原則に基づきAVメーカーに移行します。
5. データガバナンス：韓国法下のAV・MaaSデータ
自動運転車は膨大なデータを生成します。韓国の個人情報保護法（PIPA）に基づき、識別可能な個人（歩行者、他のドライバー）を捉えたカメラ映像は個人情報とみなされます。AV事業者は法的根拠の確立、データの最小化、匿名化・仮名化の実施、韓国交通安全公団が定める保持期間の遵守、および大量個人データを処理する場合の個人情報保護管理者（DPO）の任命が義務付けられています。高精度マップデータ（정밀도로지도）は空間データ規制の下での輸出が制限されており、オフショアのデータセンターでセンサーフュージョンデータを処理する外国AV企業にとって重要なコンプライアンス事項です。
6. よくある質問（FAQ）
Q1：外国企業が直接AVの臨時運行許可を申請できますか？
はい、直接申請は可能ですが、実際には多くの外国AV企業が運営上・責任上の理由から韓国子会社を設立するか、韓国事業体とのパートナーシップを構築しています。許可申請には韓国の法定代理人または連絡窓口が必要です。
Q2：韓国のAVテストに必要な保険は何ですか？
臨時運行許可の下で運用される車両は、最低限、法定強制自動車賠償責任保険（자동차손해배상 보장법）への加入が求められます。Level 4以上のAV事業者には、追加の製造物責任保険および第三者賠償責任保険への加入が強く推奨されます。
Q3：ロボタクシーは韓国で商業的に認可されていますか？
2025年現在、Level 4ロボタクシーサービスが板橋や世宗市などの指定安全区域で商業的に運行されています。商業サービスにはMOLITからのプラットフォーム運送事業許可が必要で、旅客自動車運送事業法に準拠する必要があります。
📌 公式参考資料
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Por el Abogado NOH UJIN | HANBYOL LAW LLC, Seúl
Vehículos Autónomos y Movilidad como Servicio (MaaS) en Corea: Marco Legal para Empresas Extranjeras
Corea del Sur está posicionándose como uno de los principales centros mundiales para el desarrollo de tecnología de vehículos autónomos (AV) y Movilidad como Servicio (MaaS). Con el ambicioso plan de comercialización de conducción autónoma de Nivel 4 del gobierno y un ecosistema de empresas tecnológicas nacionales e internacionales en rápida expansión, el panorama legal de AV en Corea está evolucionando a un ritmo sin precedentes.
1. El Marco Regulatorio: Leyes y Agencias Clave
1.1 Ley de Promoción y Apoyo a la Comercialización de Vehículos Autónomos (Ley AV)
Promulgada en abril de 2020, la Ley AV establece Zonas de Seguridad de Conducción Autónoma donde los AV de Nivel 3 y 4 pueden operar comercialmente, un marco de licencias para permisos de conducción temporal para pruebas en vías públicas, y el Comité de Política de Vehículos Autónomos como órgano de coordinación interministerial.
1.2 Principales Agencias Reguladoras
| Agencia | Jurisdicción |
|---|
| Ministerio de Territorio, Infraestructura y Transporte (MOLIT) | Política de comercialización AV, normas viales, regulación MaaS |
| Ministerio de Comercio, Industria y Energía (MOTIE) | Apoyo a la industria AV, financiación I+D, promoción exportaciones |
| Autoridad de Seguridad del Transporte de Corea (TS) | Pruebas AV, certificación de seguridad, investigación de accidentes |
| Comisión de Protección de Información Personal (PIPC) | Datos del vehículo, datos de pasajeros, datos LiDAR/cámara |
2. Pruebas de AV y Permisos de Conducción Temporal
Las empresas extranjeras que deseen probar vehículos autónomos en vías públicas coreanas deben obtener primero un Permiso de Conducción Temporal de MOLIT (administrado por la Autoridad de Seguridad del Transporte, TS). A partir de 2025, más de 200 vehículos están registrados bajo este sistema de permisos a nivel nacional.
3. Despliegue Comercial: Zonas de Seguridad de Conducción Autónoma
Para el despliegue comercial de servicios AV, las empresas deben operar dentro de las Zonas de Seguridad de Conducción Autónoma designadas. En 2025, se han designado zonas en Ciudad Sejong, Pangyo (con servicios piloto de robotaxi), Cheongna (Incheon) y Gwangmyeong.
4. Marco de Responsabilidad: ¿Quién Es Responsable de los Accidentes AV?
Para Nivel 3, el conductor sigue siendo la parte principal responsable cuando el sistema solicita la toma de control humano y el conductor no responde. La Ley AV establece que el operador AV asume responsabilidad por accidentes que ocurren mientras el sistema autónomo está en control. Para Nivel 4+, la responsabilidad recae principalmente en el operador AV y potencialmente en el fabricante bajo principios de responsabilidad de producto.
5. Gobernanza de Datos: Datos AV y MaaS bajo la Ley Coreana
Las imágenes de cámara que capturan a individuos identificables constituyen información personal bajo la PIPA. Los operadores AV deben establecer una base legal para la recopilación, minimizar los datos y anonimizarlos. La transferencia de datos generados por AV fuera de Corea está sujeta a los requisitos de transferencia transfronteriza de la PIPA. Los datos de mapeo de alta precisión no pueden exportarse bajo las regulaciones de datos espaciales.
6. Preguntas Frecuentes (FAQ)
P1: ¿Puede una empresa extranjera obtener directamente un permiso de conducción temporal AV en Corea?
Las empresas extranjeras pueden solicitar el permiso directamente a través de MOLIT/TS, pero en la práctica, la mayoría establecen una subsidiaria coreana o una asociación con una entidad coreana. Se requiere un representante legal o punto de contacto en Corea para la solicitud del permiso.
P2: ¿Pueden las empresas extranjeras de AV recibir subvenciones de I+D del gobierno coreano?
Sí. Las empresas con inversión extranjera incorporadas en Corea son elegibles para subvenciones de I+D administradas por MOTIE y KAIA. La elegibilidad generalmente requiere: incorporación en Corea como empresa de inversión extranjera (EIE) bajo FIPA, un compromiso mínimo de inversión en I+D y un plan de desarrollo tecnológico alineado con las prioridades del plan AV nacional.
P3: ¿Se permiten comercialmente los taxis autónomos (robotaxis) en Corea?
A partir de 2025, los servicios de robotaxi de Nivel 4 están operando comercialmente en zonas de seguridad designadas, incluidas Pangyo y la Ciudad Sejong. Los servicios comerciales requieren una licencia de Negocio de Transporte Plataforma de MOLIT. Varios servicios piloto (incluidas joint ventures internacionales) operan actualmente bajo exenciones regulatorias especiales (sandbox regulatorio) del programa sandbox de MOTIE.
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