In the near future, we will reach a point where self-driving vehicles are undeniably safer than human drivers. It may be 5 years away or perhaps more. Either way, the day is coming where humans are considered too dangerous to put in charge of a vehicle.

That shift will not replace every driver at once. Specialized drivers, emergency operators, construction haulers, rural edge cases, and unusual transport jobs may remain human for much longer. The first major collapse will come in ordinary personal transport: taxis, rideshare trips, airport runs, late-night pickups, routine errands, and point-to-point city travel.

Once that happens, the public gains something real. Fewer crashes. Cheaper rides. Better access for people who cannot drive. Less drunk driving. Less fatigue. A transportation system that works without waiting for a person to accept the fare.

But the money does not disappear. The wages once spread across thousands of drivers become savings, margins, lower fares, fleet revenue, software revenue, insurance changes, and city tax opportunities. The driver is removed from the vehicle, but the value created by removing the driver has to go somewhere.

The Conundrum:

One side says the safety dividend should flow quickly to the public. If driverless transport is safer and cheaper, cities should not burden it with labor settlements, transition fees, artificial quotas, or legacy claims that keep prices higher and access lower. Taxi and rideshare driving would be disappearing because the function changed, the same way other jobs disappeared when the machine no longer needed the person.

The other side says this is not ordinary churn. Human drivers carried the old system, followed rules set by cities and platforms, absorbed risk on public roads, and built the market that automation now replaces. If safer driverless transport turns their work into lower fares and private profit while leaving them with nothing, then a public safety improvement becomes a wealth transfer away from the workers who made the service possible.

When driverless transport becomes safer than human driving, who should have the stronger claim on the value created by removing the driver: the public that gains cheaper and safer mobility, or the workers whose livelihoods were displaced to create that gain?