Ronald Bailey

The Moral Case for Making All Cars Driverless

Tesla, Nissan, Google, and several carmakers have declared that they will have commercial self-driving cars on the highways before the end of this decade. Experts at the Institute of Electrical and Electronics Engineers predict that 75 percent of cars will be self-driving by 2040. So far California, Nevada, Florida, Michigan, and the District of Columbia have passed laws explicitly legalizing self-driving vehicles, and many other states are looking to do so.

The coming era of autonomous autos raises concerns about legal liability and safety, but there are good reasons to believe that robot cars may exceed human drivers when it comes to practical and even ethical decision making.

More than 90 percent of all traffic accidents are the result of human error. In 2011, there were 5.3 million automobile crashes in the United States, resulting in more than 2.2 million injuries and 32,000 deaths. Americans spend $230 billion annually to cover the costs of accidents, accounting for approximately 2 to 3 percent of GDP.

Proponents of autonomous cars argue that they will be much safer than vehicles driven by distracted and error-prone humans. The longest-running safety tests have been conducted by Google, whose autonomous vehicles have traveled more than 700,000 miles so far with only one accident (when a human driver rear-ended the car). So far, so good.

Stanford University law professor Bryant Walker Smith, however, correctly observes that there are no engineered systems that are perfectly safe. Smith has roughly calculated that "Google's cars would need to drive themselves more than 725,000 representative miles without incident for us to say with 99 percent confidence that they crash less frequently than conventional cars." Given expected improvements in sensor technologies, algorithms, and computation, it seems likely that this safety benchmark will soon be met.

Still, all systems fail eventually. So who will be liable when a robot car-howsoever rarely-crashes into someone?

An April 2014 report from the good-government think tank the Brookings Institution argues that the current liability system can handle the vast majority of claims that might arise from damages caused by self-driving cars. A similar April 2014 report from the free market Competitive Enterprise Institute (CEI) largely agrees, "Products liability is an area that may be able to sufficiently evolve through common law without statutory or administrative intervention."

A January 2014 RAND Corporation study suggests that one way to handle legal responsibility for accidents might be to extend a no-fault liability system, in which victims recover damages from their own auto insurers after a crash. Another RAND idea would be to legally establish an irrebuttable presumption of owner control over the autonomous vehicle. Legislation could require that "a single person be responsible for the control of the vehicle. This person could delegate that responsibility to the car, but would still be presumed to be in control of the vehicle in the case of a crash."

This would essentially leave the current liability system in place. To the extent that liability must be determined in some cases, the fact that self-driving cars will be embedded with all sorts of sensors, including cameras and radar, will provide a pretty comprehensive record of what happened during a crash.

Should we expect robot cars to be more ethical than human drivers? In a fascinating March 2014 Transportation Research Record study, Virginia Tech researcher Noah Goodall wonders about "Ethical Decision Making During Automated Vehicle Crashes." Goodall observes that engineers will necessarily install software in automated vehicles enabling them to "predict various crash trajectory alternatives and select a path with the lowest damage or likelihood of collision."

To illustrate the challenge, Stanford's Smith considers a case in which you are driving on a narrow mountain road between two big trucks. "Suddenly, the brakes on the truck behind you fail, and it rapidly gains speed," he imagines. "If you stay in your lane, you will be crushed between the trucks. If you veer to the right, you will go off a cliff. If you veer to the left, you will strike a motorcyclist. What do you do? In short, who dies?"

Fortunately such fraught situations are rare. Although it may not be the moral thing to do, most drivers will react in ways that they hope will protect themselves and their passengers. So as a first approximation, autonomous vehicles should be programmed to choose actions that aim to protect their occupants.

Once the superior safety of driverless cars is established, they will dramatically change the shape of cities and the ways in which people live and work.

Roadway engineers estimate that typical highways now accommodate a maximum throughput of 2,200 human-driven vehicles per lane per hour, utilizing only about 5 percent of roadway capacity. Because self-driving cars would be safer and could thus drive closer and faster, switching to mostly self-driving cars would dramatically increase roadway throughput. One estimate by the University of South Florida's Center for Urban Transportation Research in November 2013 predicts that a 50 percent autonomous road fleet would boost highway capacity by 22 percent; an 80 percent robot fleet will goose capacity 50 percent, and a fully automated highway would see its throughput zoom by 80 percent.

Autonomous vehicles would also likely shift the way people think about car ownership. Currently most automobiles are idle most of the day in driveways or parking lots as their owners go about their lives. Truly autonomous vehicles make it possible for vehicles to be on the road much more of the time, essentially providing taxi service to users who summon them to their locations via mobile devices. Once riders are done with the cars, the vehicles can be dismissed to serve other patrons. Self-driving cars will also increase the mobility of the disabled, elderly, and those too young to drive.

Researchers at the University of Texas, devising a realistic simulation of vehicle usage in cities that takes into account issues such as congestion and rush hour patterns, found that if all cars were driverless each shared autonomous vehicle could replace 11 conventional cars. In their simulations, riders waited an average of 18 seconds for a driverless vehicle to show up, and each vehicle served 31 to 41 travelers per day. Less than one half of one percent of travelers waited more than five minutes for a ride.

By one estimate in a 2013 study from Columbia University's Earth Institute, shared autonomous vehicles would cut an individual's average cost of travel by as much as 75 percent compared to now. There are some 600 million parking spaces in American cities, occupying about 10 percent of urban land. In addition, 30 percent of city congestion originates from drivers seeking parking spaces close to their destinations. A fleet of shared driverless cars would free up lots of valuable urban land while at the same time reducing congestion on city streets. During low demand periods, vehicles would go to central locations for refueling and cleaning.

Since driving will be cheaper and more convenient, demand for travel will surely increase. People who can work while they commute might be willing to live even farther out from city centers. But more vehicle miles traveled would not necessarily translate into more fuel burned. For example, safer autonomous vehicles could be built much lighter than conventional vehicles and thus consume less fuel. Smoother acceleration and deceleration would reduce fuel consumption by up to 10 percent. Optimized autonomous vehicles could cut both the fuel used and pollutants emitted per mile. And poor countries could "leapfrog" to autonomous vehicles instead of embracing the personal ownership model of the 20th century West.

If driverless cars are in fact safer, every day of delay imposes a huge cost. People a generation hence will marvel at the carnage we inflicted as we hurtled down highways relying on just our own reflexes to keep us safe.

Is Living Longer Worth It?

CHICAGO -- In advance of the World Transhumanist Society's annual confab, Transvision 2007, the Institute for Ethics and Emerging Technologies (IEET) held a pre-conference meeting in a non-descript ballroom at the Fairmont Hotel. The room was packed with 50 or so people interested in the issue of securing the "longevity dividend." Not everyone in the audience would call themselves "transhumanists" but all were interested in figuring out how to sell longer lives to the public. This was not a crowd of wild-eyed utopians. The audience was diverse -- about one third women and two-thirds men, and ranged from doctors, professors, and economists to people who had lived in alternative communities and even a few high school students. One might think that longer, healthier lives should be an easy sell, but, in fact, there are people who believe that dramatically extending human lives would be a bad idea.

I attended the IEET conference as a speaker, to give a talk on the political economy of the longevity dividend. What is the longevity dividend? It's a way of rebranding the quest for extending human lives in a politically palatable way. The idea behind the longevity dividend was expressed in an article in The Scientist which argued that research should be directly targeted at slowing the aging process by seven years. As University of Illinois-Chicago demographer Jay Olshansky put it at the conference: It is a new paradigm for health promotion and disease prevention in the 21st century. Olshansky, one of the co-authors of the article in The Scientist unveiling the campaign to push for the longevity dividend, argues that slowing the aging process by seven years would mean that age-related diseases-cancer, cardiovascular disease, Alzheimer's-would be cut in half at every age. "If we succeed in delaying aging, the bonuses will be an extension of healthy life and a drastic reduction in health care costs," said Olshansky.

Olshansky argues that the old paradigm of directly targeting diseases is about to run out of steam. Even if all cancer, all heart disease and all diabetes were eliminated, it would add only 3 more years to average life expectancy in the United States. So if researchers want to achieve big gains in lifespan and healthspan they have to go after the aging process itself. For adults the doubling time for risk of death is seven years. If you slow aging by seven years, you cut the risk of death at any age in half, and cut the risk everything else that goes wrong with the body in half too. The idea is not to make people older longer, but to make them younger longer. Not being libertarians, Olshansky and other advocates for the longevity dividend want to reprogram $3 billion in federal biomedical research to target aging itself.

At the conference, David Meltzer, a medical economist from the University of Chicago, warned that the longevity dividend could have downsides too. For example, one should consider what follow on costs may flow any particular intervention. For example, someone is saved from a heart attack, he or she may now live long enough to get cancer which could cost more to treat. In addition, Meltzer noted that most analyses of the benefits of medical interventions measure only future medical costs. But that fails to account for total costs by including future consumption -- food, clothing, housing -- in the calculations as well.

Meltzer also argued that quality of life must be included in the calculations of net benefits and costs stemming from medical interventions. For example, Meltzer showed various interventions that were cost-effective, e.g., influenza vaccinations, and treating 40-55 year-old men for high cholesterol provided more benefits than costs. However, treating a 75 year-old with late-stage colon cancer does not -- their quality of life is terrible and the very costly treatment will likely add only few months of extra life. Meltzer was not amused by my comment that when you take into account all of the money spent on health care, that the cheapest patient is a dead patient. In the end, after all of his cautions, Meltzer acknowledged that most current health interventions that increase life expectancy are worthwhile in terms of medical cost effectiveness.

My own talk looked at research done by two University of Chicago economists, Kevin Murphy and Robert Topel, who tried to put a dollar figure on the value of health and longevity. I began by pointing out that the quest for longer healthier lives has some formidable opponents, including Johns Hopkins University professor and author of Our Posthuman Future, Francis Fukuyama, bioethicist Daniel Callahan, and former chairman of President Bush's Council on Bioethics, Leon Kass. Opposition to slowing the approach of the grim reaper also got a hearing the mainstream with The Atlantic Monthly's 2005 article decrying, "The Coming Death Shortage." Of course, they are wrong.

Next, I noted that Yale economist William Nordhaus calculates that increases in longevity in the West account for 40 percent of the growth in gross national product. Why? Not only do people work longer, but they work smarter -- living long allows for the accumulation of human capital. I then discussed Murphy and Topel's work on the value of health and longevity which shows that during the 20th century, life expectancy at birth for a representative American increased by roughly 30 years. In 1900, nearly 18 percent of males born in the United States died before their first birthday -- today, it isn't until age 62 that cumulative mortality reaches 18 percent. To make a long story short, Murphy and Topel conclude that in the United States, "Between 1970 and 2000 increased longevity yielded a ‘gross' social value of $95 trillion, while the capitalized value of medical expenditures grew by $34 billion, leaving a net gain of $61 trillion." In other words, for every dollar spent on health care since 1970, Americans gained two dollars in benefits.

Transhumanist George Dvorsky, one of the honchos responsible for the Betterhumans portal, did a quick run through of the objections to attempting to boost healthy human life expectancy, including the appeal to nature (death is natural therefore good); undesirable psychological consequences (long-lived people would be bored); and undesirable social consequences (nursing home world). If you want at thorough debunking of these and other objections to life extension, may I suggest that you read my book Liberation Biology?

Finally, theoretical biogerontologist Aubrey de Grey, critiqued the idea of the longevity dividend from the point of view of someone who is pushing for a more comprehensive research attack on aging itself. De Grey's new book, Ending Aging: The Rejuvenation Breakthroughs that Could Reverse Human Aging in Our Lifetime is out in September. De Grey said, "I am pessimistic about the longevity dividend, but I strongly support it." Why pessimistic? First, he is not pessimistic about the prospects of increasing life expectancy. But De Grey is pessimistic about the idea that the way the campaigners for the longevity dividend want to pursue it will result in reduced medical costs. Why? Because he pointed out that American life expectancy has already increased by about seven years since 1960 and medical costs have obviously not gone down. Inherent in the idea of the longevity dividend is the notion of compressed mortality, that is, the period of decrepitude at the end of life will be shortened. De Grey argues that this not biologically plausible. Medical interventions can reduce the risk of death and disability at various ages, but eventually, frailty will come -- it will just come later. As Murphy and Topel note, American men are about 6 years "younger" in 2000 than they were in 1970-a 55 year old in 2000 is equivalent to a 49 year old from 1970. Frailty may be unavoidable, but pushing it off for as long as possible is still a great idea.

Instead of pursuing the longevity dividend research agenda, De Grey wants to focus on research that would lead to what he calls Longevity Escape Velocity (LEV). The idea behind LEV is that rejuvenation interventions would repair the damage that aging produces in a person enabling them to live another 30 years. Then further research would develop better interventions that would repair the damage that occurs during that 30 year period and so forth. This series of anti-aging interventions would push death off indefinitely. De Grey claims, "The first 1000-year old is probably less than 20 years younger than the first 150-year old." De Grey believes that most people are irrational about aging. He thinks they were irrational about it in the past for good psychological reasons. "Making your peace with aging was a way to make the most of your miserably short lives and not be preoccupied with death," said De Grey. While he supports the idea of using the longevity dividend to attract the attention of policymakers and potential funders, De Grey, argues that ultimately, "mealy-mouthed messaging will not work on the public."

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