Those are the confident words of Anthony Levandowski, one of the engineers profiled in a New Yorker piece on driverless cars:
For Levandowski, the stakes first became clear three years ago. His fiancée, Stefanie Olsen, was nine months pregnant at the time. One afternoon, she had just crossed the Golden Gate Bridge on her way to visit a friend in Marin County when the car ahead of her abruptly stopped. Olsen slammed on her brakes and skidded to a halt, but the driver behind her wasn’t so quick. He collided into her Prius at more than thirty miles an hour, pile-driving it into the car ahead. “It was like a tin can,” Olsen told me. “The car was totalled and I was accordioned in there.” Thanks to her seat belt, she escaped unharmed, as did her baby. But when Alex was born he had a small patch of white hair on the back of his head.
“That accident never should have happened,” Levandowski told me. If the car behind Olsen had been self-driving, it would have seen the obstruction three cars ahead. It would have calculated the distance to impact, scanned the neighboring lanes, realized it was boxed in, and hit the brakes, all within a tenth of a second. The Google car drives more defensively than people do: it tailgates five times less, rarely coming within two seconds of the car ahead. Under the circumstances, Levandowski says, our fear of driverless cars is increasingly irrational. “Once you make the car better than the driver, it’s almost irresponsible to have him there,” he says. “Every year that we delay this, more people die.”
Dan Hill is far more skeptical about the driverless car movement:
The real way to prevent accidents would be to have fewer cars on the road, not just the same number with different control systems. But is the car industry really going to suggest that? Self-driving cars may move traffic a little more efficiently, but the laws of induced demand suggest that the supply of cars might also increase to counter any such benefits.
Previous Dish on driverless cars here.