While motor vehicle fatalities do not get the attention of terrorist attacks (unless a celebrity is involved), the roads of the United States are no stranger to blood. From 2000 to 2015, the motor vehicle deaths per year ranged from a high of 43,005 in 2005 to a low of 32,675 in 2014. In 2015 there were 35,092 motor vehicle deaths and last year the number went back up to around 40,000. Given the high death toll, there is clearly a problem that needs to be solved.
One of the main reasons being advanced for the deployment of autonomous vehicles is that they will make the roads safer and thus reduce the carnage. While predictions of the imminent arrival of autonomous vehicles are overly optimistic, the idea that they would reduce motor vehicle deaths is certainly plausible. After all, autonomous vehicles will not be subject to road rage, exhaustion, intoxication, poor judgment, distraction and the other maladies that inflict human drivers and contribute to the high death tolls. Motor vehicle deaths will certainly not be eliminated even if all vehicles were autonomous, but the likely reduction in the death toll does present a very strong moral and practical reason to deploy such vehicles. That said, it is still worth considering whether the autonomous vehicle is aimed at solving an unnecessary problem. Considering this matter requires going back in time, to the rise of the automobile in the United States.
As the number of cars increased in the United States, so did the number of deaths. One contributing factor to the high number of deaths was that American cars were rather unsafe and this led Ralph Nader to write his classic work, Unsafe at Any Speed. Thanks to Nader and others, the American automobile became much safer and motor vehicle fatalities decreased. While making cars safer was certainly a good thing, it can be argued that this approach was fundamentally flawed. I will use an analogy to make my point.
Imagine, if you will, that people insist on swinging hammers around as they go about their day. As would be suspected, the hammer swinging would often result in injuries and property damage. Confronted by these harms, solutions are proposed and implemented. People wear ever better helmets and body armor to protect them from wild swings. Hammers are also continuously redesigned so that they inflict less damage when hitting, for example, a face. Eventually Google and other companies start work on autonomous swinging hammers that will be much better than humans at avoiding hitting other people and things. While all these safety improvements would be better than the original situation of unprotected people swinging very dangerous hammers around, this approach seems to be fundamentally flawed. After all, if people stopped swinging hammers around, then the problem would be solved.
An easy and obvious reply to my analogy is that using motor vehicles, unlike random hammer swinging, is rather important. For one thing, a significant percentage of the economy is built around the motor vehicle. This includes the obvious things like vehicle sales, vehicle maintenance, gasoline sales, road maintenance and so on. It also includes less obvious aspects of the economy that involve the motor vehicle, such as how they contribute to the success of stores like Wal Mart. The economic value of the motor vehicle, it can be argued, provides a justification for accepting the thousands of deaths per year. While it is certainly desirable to reduce these deaths, getting rid of motor vehicles is not a viable economic option—thus autonomous vehicles are a good potential partial solution to the death problem. Or are they?
One obvious problem with the autonomous vehicle solution is that they are trying to solve the death problem within a system created around human drivers and their wants. This system of lights, signs, turn lanes, crosswalks and such is extremely complicated—thus creating difficult engineering and programing problems. It would seem to make more sense to use the resources being poured into autonomous vehicles to develop a better and safer transportation system that does not center around a bad idea: the individual motor vehicle operating within a complicated road system. On this view, autonomous vehicles are solving an unnecessary problem: they are merely better hammers.
This line of argumentation can be countered in a couple ways. One way is to present the economic argument again: autonomous vehicles preserve the individual motor vehicle that is economically critical while being likely to reduce the death fee paid for this economy. Another way is to argue that the cost of creating a new transportation system would be far more than the cost of developing autonomous vehicles that can operate within the existing system. A third way is to make the plausible case that autonomous vehicles are a step towards developing a new transportation system. People tend to need a slow adjustment period to major changes and the autonomous vehicles will allow a gradual transition from distracted human drivers to autonomous vehicles operating with the distracted humans to a transportation infrastructure rebuilt entirely around autonomous vehicles (perhaps with a completely distinct system for walkers, bikers and runners). Going back to the hammer analogy, the self-swinging hammer would reduce hammer injuries and could allow a transition to be made away from hammer swinging altogether.