>> Assuming ride-sharing

Don't. Cost isn't stopping people today from ridesharing. Carpooling won't become cool just because there is no driver, in fact I could see it becoming less cool as you will be much more alone with strangers. Many people today would be uncomfortable on a bus at night without a third party present (ie the driver, or at least many other strangers).

Think about all the extra traffic from autodriver cars doing jobs that today are too expensive. And the double-commute possibility. Your car takes you to work, drives itself home to park/recharge, then drives back to pick you up at the end of the day. Any 2-way trip could become 4-way, doubling the per-trip traffic. Or, rather than pay for parking while you shop downtown, you ask your car to drive around in circles until you are ready to go home.

Carpooling has already become much more practical with Lyft Line, etc. No driver would mean even cheaper rides. Also, there's no reason your car couldn't park itself at work...or rent itself out (via Lyft/Uber) while you're at work. Assuming we get to that level of tech.

If cars which require no effort whatsoever to operate and cost significantly less than taxis are on the market, it's a safe bet that being slightly less dangerous per passenger mile will kill far more people than are currently killed on the roads due to more, longer car journeys. That's before we even get into the fact a car which is slightly less likely to cause a fatal accident than the average human driver on an accidents per mile basis is a lot more likely to cause a fatal accident than the average sober, careful and experienced human driver, the complications of estimating fatality rates from small test drive samples and the potential for new bugs to cause massive accident spikes.

Of course if people make more journeys, i.e. become more mobile, you could argue that the increased number of deaths should be balanced against life-hours of drivers freed up while also improving quality of life of passengers at the same time, i.e. it might still be QALY-neutral or even positive.

> than the average sober, careful and experienced human driver

But ultimately we do accept the fatality rates caused by all drivers and not just the good ones as a cost of having individual transportation. If we didn't only teetotalers would be allowed to operate cars to remove one risk factor. And we also accept the risk of inexperienced drivers because we have to teach them eventually, the same reasoning can be applied to autonomous cars (just substitute teaching with data gathering)

The total distance driven also does not just depend on technology alone but on urban planning. AVs may change that dramatically over time.

True, there are QALY arguments for even unreliable SDVs (and also for other things like abolishing speed limits or allowing people to continue to operate older vehicles currently deemed unroadworthy if they can't afford better), but they're dependent on how you adjust for quality and at best orthogonal to standard safety arguments.

> But ultimately we do accept the fatility rates caused by all drivers and not just the good ones as a cost of having individual transportation. If we didn't only teetotalers would be allowed to operate cars to remove one risk factor. And we also accept the risk of inexperienced drivers because we have to teach them eventually, the same reasoning can be applied to autonomous cars (just substitute teaching with data gathering)

We don't accept the fatality rates caused by all drivers; we confiscate the licenses of or jail bad drivers on a regular basis, and we certainly don't permit drivers being taught to operate commercially. Driver accountability for accidents is part of the social contract that permits individual transportation despite its cost; an corollary of that is that the accident rate is higher than we believe it should be, and that some degree of negligence is involved in the current level of accidents which it would seem unreasonable to exonerate corporations from if they were to replicate them using software. And on a purely practical basis, if you estimate SDV safety based on narrowly beating the mean accident rate across all drivers in tests, and then early commercial adoption tends to be replacing experienced commercial drivers who drive the most miles with the fewest incidents first, you're certainly going to push that accident rate up in the short run even without additional miles driven.

> And on a purely practical basis, if you estimate SDV safety based on narrowly beating the mean accident rate across all drivers in tests, and then early commercial adoption tends to be replacing experienced commercial drivers who drive the most miles with the fewest incidents first, you're certainly going to push that accident rate up in the short run even without additional miles driven.

Uber could be skewing statistics in similar ways.

Anyway, this is all handwavy speculation. What I'm trying to get at is that the overton window for AV behavior may be surprisingly large, especially if they exhibit their worst behavior in the learning years when the fleets are still small. For some metrics possibly even larger than that for humans.

No, that's a wrong benchmark. We shouldn't compare driverless cars with the average human driver. We should compare them with the average human driver assisted by the best technology (which is say waymo's driverless software running passively to prevent accidents).

That's an irrelevant benchmark except for people who pay premium to have the safest ride in the world.

Everyone else performs a tradeoff along multiple axes including price, convenience and safety. Not needing a driver, freeing up time and lowering prices increase utility which could even justify a slight increase in risk. But even if we don't want to increase risk then a self-driving system still only has to be as good as humans on average to result in no net-increase of deaths per passenger mile while still increasing overall utility.

And more simply, it is silly to expect the maximum possible value to be the minimum requirement.

Let's agree to disagree. But if we allow driverless cars on the road (with no backup), it should come after emergency braking, lane keeping assist, side collision assist etc have become mandatory. Just like airbags are mandatory now, and we enforce fuel efficiency on new cars but not existing cars.

Just to add. In a world where airbags are not mandatory,(autopilot+airbag) driverless technology would be safer than the average human (without airbags) on the road. So, you would be arguing for legalizing driverless cars completely overlooking that the gains are not because of driverless-ness but because of airbags. This holds true now too, almost all gains by driverless-ness can be had by emergency braking, lane keeping assists, side collision warning, and pedestrian detection etc.

You’re incorrectly assuming that a solution to the problem of self-driving a car is a superset of the problem of passive accident avoidance.

If the software is in active control pretty much everything that goes into that is different from software that is deciding if and when to emergency brake.

To put it another way, a self-driving system will become safer than human drivers, not because it knows how/when to emergency brake really well, but because it won’t have to emergency brake as frequently as a human does.

Sure, I understand that a driverless system might prevent accidents by strictly maintaining safe distances. But the benchmark still can't be unaided human, rather a human aided by the best assistive technology that can be built (say by the same company).