Faith Works 6-12-2026
Jeff Gill
Our relationships with our new machine overlords
___
My beard-trimmer is some twenty years old, and while I’ve cared for it well, I think, it’s starting to show its age.
Let’s just say I went to a big box store to check out my options (it doesn’t matter which one). I found where such items are stocked, and ran into one of the less cheery signs of our modern era, a large case with locked clear fronts across it.
Inside were more options than I had anticipated, at least forty or more. They were cheap and costly, colorful and monochrome, some multi-purpose and others very precisely meant for specific functions. And the boxes were, as I mentioned, behind some kind of plexiglass and not all square with the front, so I crouched and peered and squinted, my eyes being twenty years older than when I first bought one of these, too.
Finally, a crew member came over to unlock the case… and stood next to me. Right next to me. Thisclose. I reached out, picked up a box, and the staffer got closer. I set it down, they backed away. A little.
You know how this ends. I stopped looking, thanked the crew member, and left, thinking “I’m going to look online.” Maybe that’s what they want. It’s less ideal, to me, than holding the box and looking directly at the item, but in context, I’d rather go home and open the laptop.
What does this have to do with artificial intelligence, which is where I left you all last week? Pope Leo XIV has some concerns about how AI influences how we relate not to machines, but to people. I think he has some good points in “Magnifica Humanitas.” Our relationships with devices can slop over into how we deal with actual human beings in front of us, and I was thinking about that as I felt uneasy about the person wedged up next to me as I bought, or didn’t buy, an item in a brick-and-mortar store. People make demands on us and have expectations which bots and droids do not. It is easier to review our consumer choices in a human-free zone, but what does that say about the human connections we defer or decline by retreating into them?
My equally uneasy response to these thoughts is as a historian. Reading about Newark, Ohio between about 1904 and 1914 is fascinating, among other reasons, for how the downtown area went in one decade from all horses to no horses. The shift was dramatic, decisive, and absolute. Once World War I is the dominant story, interurban electric streetcars and horseless carriages control transportation. Livery stables and old-fashioned teamsters, which is to say those men who knew how to control teams of horses to pull heavy loads, had to adjust and adapt; private barns behind family homes quickly became garages. In 1922, the use of teams of draft horses to pull loads up the hill to where Swasey Chapel was being constructed was already a bit of an anachronism, never to be seen again on a commercial scale.
And I can imagine people saying in 1911 or 1912: these “auto-mobiles” are a bad idea. People, especially the young, benefit from the relationship with horses they have, the responsibility they bear for caring and combing and feeding these living creatures each night and every morning. A motor vehicle is not the same at all! You can defer care and put off “feeding” it, and you lose the habits and patterns of a living engine for transportation.
They’d be right, wouldn’t they? Something is lost in that transition. Yet looking back, what could have stopped it? We left horses and buggies behind, and moved into the automotive age.
Does that mean we simply welcome our new AI overlords? There are important differences in the two case studies, but some similarities, ones that make me, well, uneasy.
Jeff Gill is a writer, storyteller, and preacher in central Ohio; he’s going to stay on this topic for one more week, as you can tell. Tell him what the answer is at knapsack77@gmail.com, or follow @Knapsack on X.
Jeff Gill
Our relationships with our new machine overlords
___
My beard-trimmer is some twenty years old, and while I’ve cared for it well, I think, it’s starting to show its age.
Let’s just say I went to a big box store to check out my options (it doesn’t matter which one). I found where such items are stocked, and ran into one of the less cheery signs of our modern era, a large case with locked clear fronts across it.
Inside were more options than I had anticipated, at least forty or more. They were cheap and costly, colorful and monochrome, some multi-purpose and others very precisely meant for specific functions. And the boxes were, as I mentioned, behind some kind of plexiglass and not all square with the front, so I crouched and peered and squinted, my eyes being twenty years older than when I first bought one of these, too.
Finally, a crew member came over to unlock the case… and stood next to me. Right next to me. Thisclose. I reached out, picked up a box, and the staffer got closer. I set it down, they backed away. A little.
You know how this ends. I stopped looking, thanked the crew member, and left, thinking “I’m going to look online.” Maybe that’s what they want. It’s less ideal, to me, than holding the box and looking directly at the item, but in context, I’d rather go home and open the laptop.
What does this have to do with artificial intelligence, which is where I left you all last week? Pope Leo XIV has some concerns about how AI influences how we relate not to machines, but to people. I think he has some good points in “Magnifica Humanitas.” Our relationships with devices can slop over into how we deal with actual human beings in front of us, and I was thinking about that as I felt uneasy about the person wedged up next to me as I bought, or didn’t buy, an item in a brick-and-mortar store. People make demands on us and have expectations which bots and droids do not. It is easier to review our consumer choices in a human-free zone, but what does that say about the human connections we defer or decline by retreating into them?
My equally uneasy response to these thoughts is as a historian. Reading about Newark, Ohio between about 1904 and 1914 is fascinating, among other reasons, for how the downtown area went in one decade from all horses to no horses. The shift was dramatic, decisive, and absolute. Once World War I is the dominant story, interurban electric streetcars and horseless carriages control transportation. Livery stables and old-fashioned teamsters, which is to say those men who knew how to control teams of horses to pull heavy loads, had to adjust and adapt; private barns behind family homes quickly became garages. In 1922, the use of teams of draft horses to pull loads up the hill to where Swasey Chapel was being constructed was already a bit of an anachronism, never to be seen again on a commercial scale.
And I can imagine people saying in 1911 or 1912: these “auto-mobiles” are a bad idea. People, especially the young, benefit from the relationship with horses they have, the responsibility they bear for caring and combing and feeding these living creatures each night and every morning. A motor vehicle is not the same at all! You can defer care and put off “feeding” it, and you lose the habits and patterns of a living engine for transportation.
They’d be right, wouldn’t they? Something is lost in that transition. Yet looking back, what could have stopped it? We left horses and buggies behind, and moved into the automotive age.
Does that mean we simply welcome our new AI overlords? There are important differences in the two case studies, but some similarities, ones that make me, well, uneasy.
Jeff Gill is a writer, storyteller, and preacher in central Ohio; he’s going to stay on this topic for one more week, as you can tell. Tell him what the answer is at knapsack77@gmail.com, or follow @Knapsack on X.
