New developments in autonomous trucking signal potential change for Japan’s freight industry as TIER IV completes a proof-of-concept trial for autonomous long-haul trucking in Japan. The completion of this trial comes as another sign that Japan’s freight infrastructure is evolving quickly, and shippers to the region would do well to keep an eye on it, as the implications may extend far beyond domestic transport.

For exporters shipping into Japan, inland logistics have already been under pressure in recent years. Autonomous trucking may not solve those challenges overnight, but it signals the direction the country’s freight system may be heading.

Here’s what we know so far:

"The 2024 Problem" - What is It?

The “2024 Problem” refers to regulations that took effect in April 2024 in Japan targeting truck driver working hours. These reforms introduced an annual overtime cap of 720 hours and expanded rest requirements as part of broader work-style reforms designed to reduce excessive working hours across several industries.

For trucking, however, the reforms came with significant operational implications.

Japan’s freight industry was already dealing with a chronic driver shortage. Limiting overtime reduced the number of hours drivers could spend on long-haul routes, effectively reducing available inland freight capacity. Industry estimates suggest that without structural adjustments, some regions could struggle to transport a significant share of their current cargo volumes in the coming years.

Although these regulations were introduced nearly two years ago, Japanese cargo owners are still adjusting and working to account for them as they move freight throughout the country.

Recognizing the strain this created, Japan’s transport ministry introduced a bill in February 2026 intended to help the industry adapt. Under the proposal, certain warehouses and truck depots located along long-distance transport corridors would be designated as relay facilities. At these locations, drivers would be able to transfer cargo to another truck and driver, allowing them to return home within the day and remain compliant with overtime limits.

The government would also offer subsidies and tax incentives to encourage carriers to establish these relay networks, making it easier for logistics providers to restructure long-distance transport routes.

While these operational adjustments are one way the industry is adapting to the 2024 problem, another potential solution is now beginning to emerge in the form of autonomous trucking.

About the Autonomous Trucking Trial

In February 2026, autonomous driving technology company TIER IV conducted a proof-of-concept trial for autonomous long-haul freight transport in partnership with Mitsubishi Fuso Truck and Bus Corporation (MFTBC) and Yamato Transport.

The trial took place between February 16 and February 20 and involved a semi-trailer truck equipped with Level 2+ automated driving technology.

The vehicle traveled between Yamato Transport’s Haneda Chronogate base in Tokyo and its Kansai Gateway base in Osaka. The full route spans roughly 500 kilometers, with approximately 100 kilometers of that distance driven autonomously during the test.

The objective of the trial was not simply to demonstrate autonomous driving capability. Researchers also monitored safety performance, collected operational data, and evaluated how autonomous systems might integrate into real-world logistics operations.

In other words, the trial was as much about logistics process design as it was about vehicle technology.

Level 2 vs Level 4 Autonomous Driving

The truck used in the trial operated with Level 2+ autonomous driving, sometimes referred to as partial automation.

At this level, the vehicle can control both steering and speed simultaneously under certain conditions, such as on highways. Technologies like adaptive cruise control and lane centering allow the system to manage these tasks together, but a human driver must remain fully engaged, monitor the environment, and be prepared to take over control immediately.

The driver remains legally responsible for the vehicle.

The longer-term goal of these trials, however, is Level 4 automation, also known as high automation. At Level 4, a vehicle can handle all aspects of driving without human intervention within specific operating conditions, such as on designated highways, in geofenced corridors, or under defined weather conditions.

Level 4 systems would not require a driver behind the wheel during operation.

Achieving this level of autonomy is still a significant technological and regulatory step away, but the current trial represents an early stage in that development path.

What Autonomous Trucking Signals for Japan's Inland Freight Future

Taken on its own, a single autonomous trucking trial might seem like a small development. But in this case, the broader context matters.

The Japanese government has been actively working to address the freight capacity challenges created by the 2024 problem and the country’s driver shortage. Autonomous trucking has been identified as one potential long-term component of that solution.

Because this trial was conducted with government support and industry collaboration, it should be viewed less as an isolated experiment and more as part of a broader effort to rethink how freight moves across Japan.

In other words, the trial is directional. It signals the type of infrastructure and operational changes that policymakers and logistics companies are beginning to explore.

What Exporters Should Understand Now

For U.S. exporters shipping into Japan, inland logistics have always required careful coordination. Japan’s geography, urban density, and transport networks already make routing decisions more complex than many exporters expect.

The transition toward autonomous trucking could introduce additional variables in the coming years.

During the early stages of adoption, logistics providers will likely be balancing a mix of traditional trucking operations, relay networks designed to comply with overtime regulations, and emerging autonomous transport corridors. Each of these systems may operate with different timing constraints, routing patterns, and operational requirements.

For exporters, this means that inland routing decisions in Japan may become even more important when planning delivery timelines.

The goal of autonomous trucking is ultimately to stabilize freight capacity and address driver shortages. But during the transition period, the evolution of Japan’s freight infrastructure will be something exporters should monitor closely.

What SGL Watches For You

Keeping up with structural shifts like these is part of what we do at SGL. The 2024 Problem, relay transport policy changes, autonomous trucking trials: these aren't headlines we skim. They're the kind of developments that quietly reshape how freight moves from port to final destination in Japan, and they matter to how we plan with our clients. You shouldn't have to track all of it yourself. That's what we're here for.

Looking Ahead

The question isn’t whether autonomous trucking will play a role in Japan’s freight industry.

It’s whether your export supply chain plan is built for a market that is actively in transition.