Deception
"Why are robots different?" 2018 co-chair Mark Lemley asked repeatedly at this year's We Robot. We used to ask this in the late 1990s when trying to decide whether a new internet development was worth covering. "Would this be a story if it were about telephones?" Tom Standage and Ben Rooney frequently asked at the Daily Telegraph.
The obvious answer is physical risk and our perception of danger. The idea that autonomously moving objects may be dangerous is deeply biologically hard-wired. A plant can't kill you if you don't go near it. Or, as Bill Smart put it at the first We Robot in 2012, "My iPad can't stab me in my bed." Autonomous movement fools us into thinking things are smarter than they are.
It is probably not much consolation to the driver of the crashed autopiloting Tesla or his bereaved family that his predicament was predicted two years ago at We Robot 2016. In a paper, Madeline Elish called humans in these partnerships "Moral Crumple Zones", because, she argued, in a human-machine partnership, the human would take all the pressure, like the crumple zone in a car.
Today, Tesla is fulfilling her prophecy by blaming the driver for not getting his hands onto the steering wheel fast enough when commanded. (Other prior art on this: Dexter Palmer's brilliant 2016 book Version Control.)
As Ian Kerr pointed out, the user's instructions are self-contradictory. The marketing brochure uses the metaphors "autopilot" and "autosteer" to seduce buyers into envisioning a ride of relaxed luxury while the car does all the work. But the legal documents and user manual supplied with the car tell you that you can't rely on the car to change lanes, and you must keep your hands on the wheel at all times. A computer ingesting this would start smoking.
Granted, no marketer wants to say, "This car will drive itself in a limited fashion, as long as you watch the road and keep your hands on the steering wheel." The average consumer reading that says, "Um...you mean I have to drive it?"
The human as moral crumple zone also appears in analyses of the Arizona Uber crash. Even-handedly, Brad Templeton points plenty of blame at Uber and its decisions: the car's LIDAR should have spotted the pedestrian crossing the road in time to stop safely. He then writes, "Clearly there is a problem with the safety driver. She is not doing her job. She may face legal problems. She will certainly be fired." And yet humans are notoriously bad at the job required of her: monitor a machine. Safety drivers are typically deployed in pairs to split the work - but also to keep each other attentive.
The larger We Robot discussion was part about public perception of risk, based on a paper (PDF) by Aaron Mannes that discussed how easy it is to derail public trust in a company or new technology when statistically less-significant incidents spark emotional public outrage. Self-driving cars may in fact be safer overall than human drivers despite the fatal crash in Arizona; Mannes also mentioned were Three Mile Island, which made the public much more wary of nuclear power, and the Ford Pinto, which spent the 1970s occasionally catching fire.
Mannes suggested that if you have that trust relationship you may be able to survive your crisis. Without it, you're trying to win the public over on "Frankenfoods".
So much was funnier and more light-hearted seven years ago, as a long-time attendee pointed out; the discussions have darkened steadily year by year as theory has become practice and we can no longer think the problems are as far away as the Singularity.
In San Francisco, delivery robots cause sidewalk congestion and make some homeless people feel surveilled; in Chicago and Durham we risk embedding automated unfairness into criminal justice; the egregious extent of internet surveillance has become clear; and the world has seen its first self-driving car road deaths. The last several years have been full of fear about the loss of jobs; now the more imminent dragons are becoming clearer. Do you feel comfortable in public spaces when there's a like a mobile unit pointing some of its nine cameras at you?
Karen Levy, finds that truckers are less upset about losing their jobs than about automation invading their cabs, ostensibly for their safety. Sensors, cameras, and wearables that monitor them for wakefulness, heart health, and other parameters are painful and enraging to this group, who chose their job for its autonomy.
Today's drivers have the skills to step in; tomorrow's won't. Today's doctors are used to doing their own diagnostics; tomorrow's may not be. In the paper by Michael Froomkin, Ian Kerr, and Joëlle Pinea (PDF), automation may mean not only deskilling humans (doctors) but also a frozen knowledge base. Many hope that mining historical patient data will expose patterns that enable more accurate diagnostics and treatments. If the machines take over, where will the new approaches come from?
Worse, behind all that is sophisticated data manipulation for which today's internet is providing the prototype. When, as Woody Hartzog suggested, Rocco, your Alexa-equipped Roomba, rolls up to you, fakes a bum wheel, and says, "Daddy, buy me an upgrade or I'll die", will you have the heartlessness to say no?
Illustrations: Pepper and handler at We Robot 2016.
Wendy M. Grossman is the 2013 winner of the Enigma Award. Her Web site has an extensive archive of her books, articles, and music, and an archive of earlier columns in this series. Stories about the border wars between cyberspace and real life are posted occasionally during the week at the net.wars Pinboard - or follow on Twitter.