> In a case where fault must be determined between an autonomous vehicle and a human driver, human judges / juries are going to overwhemlingly side with the human.
I think you're right, but _because_ there is sensor data to back it up we won't have to "take the person's word for it" that the driver-less car "cut off" the human when the human was going twice the speed limit (as an example).
Getting rid of the driver is huge. Even with mass transit, where there is a huge ratio of drivers to passengers, labor is the dominant cost.
> Personnel expenses are the largest portion of Metrobus budget. For FY2019, personnel cost is estimated at $522.5 million or 80.2 percent of Metrobus budget, which represents a decrease of $27.7 million from FY2018 budget.
Is that just drivers or also the mechanics, planners, IT, etc. There are many more personnel than drivers necessary to run a giant public transit dept, and many would still be necessary with self driving cars/busses.
There is a lot of skepticism that automated vehicles will ever happen without massive infrastructure changes that remove human drivers from the road in large numbers. The liability issues are huge -- accidents will happen and people will die. In a case where fault must be determined between an autonomous vehicle and a human driver, human judges / juries are going to overwhemlingly side with the human. If anything, automated vehicles will require more costly regulation than human drivers do.
Car services are a hard business to make money in because the job isn't very skilled, so there was a lot of regulation in place to ensure those services were priced in such a way that they continued to be reliable. Uber sidestepped a lot of that regulation through creative accounting and VC subsidization, but my guess is that when Uber and Lyft implode in a year or two, much of it will be reintroduced to fill the smoking hole they will leave in last-mile transit since they put the taxi companies out of business.