Arming uninhabited vehicles (UVs) is an increasing trend. Widespread deployment can bring dangers for arms-control agreements and international humanitarian law (IHL). Armed UVs can destabilise the situation between potential opponents. Smaller systems can be used for terrorism. Using a systematic definition existing international regulation of armed UVs in the fields of arms control, export control and transparency measures is reviewed; these partly include armed UVs, but leave large gaps. For preventive arms control a general prohibition of armed UVs would (...) be best. If that is unattainable, several measures should be taken. An explicit prohibition of autonomous attack, that is without a human decision, should be added to IHL. Concerning armed UVs remotely controlled by a human soldier, recommendations differ according to type or mission. New kinds of uninhabited nuclear-weapon carriers should be banned. Space weapons should be prohibited in general. UVs smaller than 0.2–0.5 m should be banned. Bigger remotely controlled armed UVs not equipped with weapons of mass destruction should be subject to numerical limitations in various categories. For these the Treaty on Conventional Armed Forces in Europe is an important precedent. (shrink)

Abstract The debate about the ethics of uninhabited aerial vehicles (UAVs) is failing to keep pace with the rise of the technology. Therefore, all the key players, including ethicists, lawyers, and roboticists, are keen to offer their views on the use of these drone aircraft. Some are opposed to their use, citing a range of ethical, legal and operational issues, while others argue for their ethically mandated use. B.J. Strawser fits into this latter category. He develops a principle of (...) ?unnecessary risk?, from which he argues that we have an ethical obligation to employ UAVs if we can do so without incurring a loss of capability. Strawser defends his argument against a number of potential objections, most questionably, the argument that the use of distance weaponry such as drones, against another state without distance weaponry, crosses some moral threshold that makes the combat immoral. Utilising Jeff McMahan's work on the inequality of combatants, Strawser essentially argues that there are no grounds for a ?fair fight?. However, this paper will argue that it is not so easy to overturn the doctrine of the moral equality of combatants, nor dismiss the problem with asymmetry. It will demonstrate that if the asymmetry reaches a certain level, the justification for resorting to war may be removed and some sort of policing action may remain the only option. (shrink)

A variety of ethical objections have been raised against the military employment of uninhabited aerial vehicles (UAVs, drones). Some of these objections are technological concerns over UAVs abilities’ to function on par with their inhabited counterparts. This paper sets such concerns aside and instead focuses on supposed objections to the use of UAVs in principle. I examine several such objections currently on offer and show them all to be wanting. Indeed, I argue that we have a duty to protect (...) an agent engaged in a justified act from harm to the greatest extent possible, so long as that protection does not interfere with the agent's ability to act justly. UAVs afford precisely such protection. Therefore, we are obligated to employ UAV weapon systems if it can be shown that their use does not significantly reduce a warfighter's operational capability. Of course, if a given military action is unjustified to begin with, then carrying out that act via UAVs is wrong, just as it would be with any weapon. But the point of this paper is to show that there is nothing wrong in principle with using a UAV and that, other things being equal, using such technology is, in fact, obligatory. (shrink)

Uninhabited combat air vehicle path planning is a complicated, high-dimension optimization problem. To solve this problem, we present in this article an improved glowworm swarm optimization algorithm based on the particle swarm optimization algorithm, which we call the PGSO algorithm. In PGSO, the mechanism of a glowworm individual was modified via the individual generation mechanism of PSO. Meanwhile, to improve the presented algorithm’s convergence rate and computational accuracy, we reference the idea of parallel hybrid mutation and local search (...) near the global optimal location. To prove the performance of the proposed algorithm, PGSO was compared with 10 other population-based optimization methods. The experiment results show that the proposed approach is more effective in UCAV path planning than most of the other meta-heuristic algorithms. (shrink)

Unmanned (or Uninhabited) Aerial Vehicles are a key part of the American military's so-called revolution in military affairs (RMA) as practiced over Iraq. They are also part of the drive to shift agency away from humans and toward machines. This article considers the ways in which humans have, in calling on high technologies to distance them from what the military calls the “dull, the dirty, and the dangerous,” hoped to avoid responsibility for murder in wartime. In examining the claims (...) of weapons manufacturers and their military customers, the article focuses on the concept of “systems of systems” and the various outcomes such battlespace imaginings might have for human beings. The article concludes that the RMA entertains a fantasy of human agency while technological systems call out to and conjure up other technological systems that are possessed not only of their own logics but also purposes that are hidden and disturbing. (shrink)

Arming uninhabited vehicles is an increasing trend. Widespread deployment can bring dangers for arms-control agreements and international humanitarian law. Armed UVs can destabilise the situation between potential opponents. Smaller systems can be used for terrorism. Using a systematic definition existing international regulation of armed UVs in the fields of arms control, export control and transparency measures is reviewed; these partly include armed UVs, but leave large gaps. For preventive arms control a general prohibition of armed UVs would be best. (...) If that is unattainable, several measures should be taken. An explicit prohibition of autonomous attack, that is without a human decision, should be added to IHL. Concerning armed UVs remotely controlled by a human soldier, recommendations differ according to type or mission. New kinds of uninhabited nuclear-weapon carriers should be banned. Space weapons should be prohibited in general. UVs smaller than 0.2–0.5 m should be banned. Bigger remotely controlled armed UVs not equipped with weapons of mass destruction should be subject to numerical limitations in various categories. For these the Treaty on Conventional Armed Forces in Europe is an important precedent. (shrink)

This paper makes the case for arms control regimes to govern the development and deployment of autonomous weapon systems and long range uninhabited aerial vehicles.

P. M. Asaro: What should We Want from a Robot Ethic? G. Tamburrini: Robot Ethics: A View from the Philosophy of Science B. Becker: Social Robots - Emotional Agents: Some Remarks on Naturalizing Man-machine Interaction E. Datteri, G. Tamburrini: Ethical Reflections on Health Care Robotics P. Lin, G. Bekey, K. Abney: Robots in War: Issues of Risk and Ethics J. Altmann: Preventive Arms Control for Uninhabited Military Vehicles J. Weber: Robotic warfare, Human Rights & The Rhetorics of Ethical Machines (...) T. Nishida: Towards Robots with Good Will R. Capurro: Ethics and Robotics. (shrink)

In this article, I present a two-pronged argument for the immorality of contemporary, asymmetric drone warfare, based on my new interpretations of the just war principles of “proportionality” and “moral equivalence of combatants” (MEC). The justification for these new interpretations is that drone warfare continues to this day, having survived despite arguments against it that are based on traditional interpretations of just war theory (including one from Michael Walzer). On the basis of my argument, I echo Harry Van der Linden’s (...) call for “an international treaty banning all weaponized UAV [uninhabited aerial vehicles].”. (shrink)

The use of autonomous weaponry in warfare has increased substantially over the last twenty years and shows no sign of slowing. Our chapter raises a novel objection to the implementation of autonomous weapons, namely, that they eliminate moral cost-sharing. To grasp the basics of our argument, consider the case of uninhabited aerial vehicles that act autonomously (i.e., LAWS). Imagine that a LAWS terminates a military target and that five civilians die as a side effect of the LAWS bombing. Because (...) LAWS lacks moral agency, and in particular the capacity for moral emotions, moral cost-sharing is limited to dead civilians and their loved ones. We argue that's unjust insofar as those responsible for unjust harm to others ought to share in those costs. Our worry expands to other strategic uses of AI, e.g., cyber warfare. This presents a dilemma: Either we design autonomous weaponry capable of moral emotions, or we limit the use of autonomous weaponry. The former undermines the risk-mitigation purpose of creating autonomous weaponry and expands the number of sentient individuals whose welfare is risked in war. The latter risks worsening combatant casualties and achieving strategic aims. (shrink)

Band 1. Tötung und Tabu -- Band 2. Künstliche oder kulturelle Intelligenz?

The Uninhabitable Earth has one of the most arresting book covers I have ever seen: a single dead honeybee against a clinically white background. If that does not send a chill down your spine, then...

Some authors argue that we have a moral obligation to leave Mars the way it is, even if it does not harbour any life. This claim is usually based on an assumption that Mars has intrinsic value. The problem with this concept is that different authors use it differently. In this chapter, I investigate different ways in which an uninhabited Mars is said to have intrinsic value. First, I investigate whether the planet can have moral standing. I find that (...) this is not a plausible assumption. I then investigate different combinations of objective value and end value. I find that there is no way we can know whether an uninhabited Mars has objective end value and even if it does, this does not seem to imply any moral obligations on us. I then investigate whether an uninhabited Mars can have subjective end value. I conclude that this is very plausible. I also investigate whether an uninhabited Mars can have objective instrumental value in relation to some other, non-Mars related end value. I find also this very plausible. It is also highly plausible, however, that spreading life to a presently uninhabited Mars can also have subjective end value, as well as objective instrumental value. I mention shortly two ways of prioritising between these values: The utilitarian method of counting the number of sentient beings who entertain each value and determining the strength of the values to them. Finding a compromise that allows colonisation on parts of the planet while leaving other parts untouched. These methods should be seen as examples, not as an exhaustive list. Also, I do not take a definitive stand in favour of any of the two approaches, though it seems at least prima facie that the second approach may have a better chance of actually leading to a constructive result. (shrink)

Some authors argue that we have a moral obligation to leave Mars the way it is, even if it does not harbour any life. This claim is usually based on an assumption that Mars has intrinsic value. The problem with this concept is that different authors use it differently. In this chapter, I investigate different ways in which an uninhabited Mars is said to have intrinsic value. First, I investigate whether the planet can have moral standing. I find that (...) this is not a plausible assumption. I then investigate different combinations of objective value and end value. I find that there is no way we can know whether an uninhabited Mars has objective end value and even if it does, this does not seem to imply any moral obligations on us. I then investigate whether an uninhabited Mars can have subjective end value. I conclude that this is very plausible. I also investigate whether an uninhabited Mars can have objective instrumental value in relation to some other, non-Mars related end value. I find also this very plausible. It is also highly plausible, however, that spreading (human or other) life to a presently uninhabited Mars can also have subjective end value, as well as objective instrumental value. I mention shortly two ways of prioritising between these values: (1) The utilitarian method of counting the number of sentient beings who entertain each value and determining the strength of the values to them. (2) Finding a compromise that allows colonisation on parts of the planet while leaving other parts untouched. These methods should be seen as examples, not as an exhaustive list. Also, I do not take a definitive stand in favour of any of the two approaches, though it seems at least prima facie that the second approach may have a better chance of actually leading to a constructive result. (shrink)

This article argues that vehicles, roads and routes merit a much more central place in theorizations of migration politics. This argument is developed in terms of three theses. First, the study of migration politics should examine how vehicles feature in the public mediation of migration and border controversies. Second, it is important to analyze vehicles as mobile sites of power and contestation in their own right. Third, an understanding of the materiality of transportation helps to explain how the vehicle (...) can sometimes become a site of strategic political action. These arguments are in turn used to develop a concept of viapolitics as a contribution to literatures on migration, mobilities and power. Viapolitics orients us to see migration from the middle, that is, from the angle of the vehicle and not just the state. It also seeks to connect migration studies to the history of problematizations, cultural types and the mythopoetics of the road. (shrink)

While autonomous vehicles (AVs) are not designed to harm people, harming people is an inevitable by-product of their operation. How are AVs to deal ethically with situations where harming people is inevitable? Rather than focus on the much-discussed question of what choices AVs should make, we can also ask the much less discussed question of who gets to decide what AVs should do in such cases. Here there are two key options: AVs with a personal ethics setting (PES) or an (...) “ethical knob” that end users can control or AVs with a mandatory ethics setting (MES) that end users cannot control. Which option, a PES or an MES, is best and why? This chapter argues, by drawing on the choice architecture literature, in favor of a hybrid view that requires mandated default choice settings while allowing for limited end user control. (shrink)

This paper is a new defense of the view that visual hallucinations lack content. The claim is that visual hallucinations are illusory not because their content is nonveridical, but rather because they seem to represent when they fail to represent anything in the first place. What accounts for the phenomenal character of visual experiences is not the content itself (content-representationalism), but rather the vehicle of content (vehicle-representationalism), that is, not the properties represented by visual experience, but rather the (...) relational properties of experience (or of the brain) of representing singular contents, namely particular instantiations of properties. I argue that the Russellian particular-involving proposition is the only appropriate model for the representational content of visual experience and hence that visual hallucinations are just like failed demonstrations. (shrink)

We all know about the vehicle/content distinction (see Dennett 1991a, Millikan 1991, 1993). We shouldn't confuse properties represented in content with properties of vehicles of content. In particular, we shouldn't confuse the personal and subpersonal levels. The contents of the mental states of subject/agents are at the personal level. Vehicles of content are causally explanatory subpersonal events or processes or states. We shouldn't suppose that the properties of vehicles must be projected into what they represent for subject/agents, or vice (...) versa. This would be to confuse the personal and subpersonal levels. (shrink)

Autonomous vehicles have the potential to save tens of thousands of lives, but legal and social barriers may delay or even deter manufacturers from offering fully automated vehicles and thereby cost lives that otherwise could be saved. Moral philosophers use “thought experiments” to teach us about what ethics might say about the ethical behavior of AVs. If a manufacturer designing an AV decided to make what it believes is an ethical choice to save a large group of lives by steering (...) away from the large group towards a single individual, could the manufacturer be liable to that single individual? I believe the answer is yes. This article discusses famous “trolley problem” thought experiments in moral philosophy, which news articles have recently applied to AVs. After establishing a hypothetical case, applying product liability law to AV behavior may show a way, in some jurisdictions, that will permit a manufacturer to implement an ethical choice without triggering liability, but liability risk remains. I then turn to possible traditional defenses to see if they prevent liability for a manufacturer making what it believes is an ethical design choice—necessity, defense of self, and the sudden emergency doctrine. None of them provides an effective defense. Under current law, maximizing collision avoidance appears to minimize legal risk. I conclude that the only way to provide effective protection to a manufacturer seeking to implement ethical choices about AV behavior is through special legislation or regulation. (shrink)

We think the best prospect for a naturalistic explanation of phenomenal consciousness is to be found at the confluence of two influential ideas about the mind. The first is the _computational _ _theory of mind_: the theory that treats human cognitive processes as disciplined operations over neurally realised representing vehicles.1 The second is the _representationalist theory of _ _consciousness_: the theory that takes the phenomenal character of conscious experiences (the “what-it-is-likeness”) to be constituted by their representational content.2 Together these two (...) theories suggest that phenomenal consciousness might be explicable in terms of the representational content of the neurally realised representing vehicles that are generated and manipulated in the course of cognition. The simplest and most elegant hypothesis that one might entertain in this regard is that conscious experiences are identical to (i.e., are one and the same as) the brain’s representing vehicles. (shrink)

Building on Christopher Peacocke’s account of analog perceptual contentand my own account of analog perceptual vehicles, I defend three claims: that theperception of magnitudes often has analog contents; that the perception of magni-tudes often has analog vehicles; and that the first claim is true in virtue of the second—that is, the analog vehicles help to ground the analog contents.

In the near future, vehicles will gradually gain more autonomous functionalities. Drivers’ activity will be less about driving than about monitoring intelligent systems to which driving action will be delegated. Road safety, therefore, remains dependent on the human factor and we should identify the limits beyond which driver’s functional state (DFS) may no longer be able to ensure safety. Depending on the level of automation, estimating the DFS may have different targets, e.g. assessing driver’s situation awareness in lower levels of (...) automation and his ability to respond to emerging hazard or assessing driver’s ability to monitor the vehicle performing operational tasks in higher levels of automation. Unfitted DFS (e.g., drowsiness) may impact the driver ability respond to taking over abilities. This paper reviews the most appropriate psychophysiological indices in naturalistic driving while considering the DFS through exogenous sensors, providing the more efficient trade-off between reliability and intrusiveness. The DFS also originates from kinematic data of the vehicle, thus providing information that indirectly relates to drivers behaviour. The whole data should be synchronously processed, providing a diagnosis on the DFS, and bringing it to the attention of the decision maker in real time. Next, making the information available can be permanent or intermittent (or even undelivered), and may also depend on the automation level. Such interface can include recommendations for decision support or simply give neutral instruction. Mapping of relevant psychophysiological and behavioural indicators for DFS will enable practitioners and researchers provide reliable estimates, fitted to the level of automation. (shrink)

Despite numerous ethical examinations of automated vehicles, philosophers have neglected to address how these technologies will affect vulnerable people. To account for this lacuna, researchers must analyze how driverless cars could hinder or help social justice. In addition to thinking through these aspects, scholars must also pay attention to the extensive moral dimensions of automated vehicles, including how they will affect the public, nonhumans, future generations, and culturally significant artifacts. If planners and engineers undertake this task, then they will have (...) to prioritize their efforts to avoid additional harm. The author shows how employing an approach called a “complex moral assessment” can help professionals implement these technologies into existing mobility systems in a just and moral fashion. (shrink)

Symptomatic of the crisis of the current global political order are the millions of displaced that have fled their homes but are not allowed to enter the country in which they seek refuge. Instead, they are placed in camps. To understand the site of the camp and the bare life it produces, testimonies of refugees are indispensable. This essay aims to examine and listen to these testimonies by, first, introducing the notion of testimony and some of the characteristics of the (...) testimony of refugees; second, examining what it means to listen to testimony and which role is played therein by the narrative, literary structure of testimony; and, third, by interpreting the form of life to which the testimonies of the camp attest, which several witnesses describe as a life in “limbo.” This essay concludes with some brief remarks on the relation between experience, truth, and language in testimony. (shrink)

The digital revolution, in the form of autonomous driving, is changing the very essence of mobility. This paper discusses four different ways in which these transformations are taking place and argues that public policies and business strategies need to focus on innovating and re-engineering (enveloping) whole environments. Only then will autonomous vehicles become an ordinary – and environmentally sustainable – reality. -/- .

"A runaway trolley is speeding down a track" So begins what is perhaps the most fecund thought experiment of the past several decades since its invention by Philippa Foot. Since then, moral philosophers have applied the "trolley problem" as a thought experiment to study many different ethical conflicts - and chief among them is the programming of autonomous vehicles. Nowadays, however, very few philosophers accept that the trolley problem is a perfect analogy for driverless cars or that the situations autonomous (...) vehicles face will resemble the forced choice of the unlucky bystander in the original thought experiment. This book represents a substantial and purposeful effort to move the academic discussion beyond the trolley problem to the broader ethical, legal, and social implications that autonomous vehicles present. There are still urgent questions waiting to be addressed, for example: how AVs might interact with human drivers in mixed or "hybrid" traffic environments; how AVs might reshape our urban landscapes; what unique security or privacy concerns are raised by AVs as connected devices in the "Internet of Things"; how the benefits and burdens of this new technology, including mobility, traffic congestion, and pollution, will be distributed throughout society; and more. An attempt to map the landscape of these next-generation questions and to suggest preliminary answers, this volume draws on the disciplines of philosophy, sociology, economics, urban planning and transportation engineering, business ethics and more, and represents a global range of perspectives. (shrink)

The teleosemantic theory of representational content is held by some philosophers to imply that genes carry semantic information about whole-organism phenotypes. In this paper, I argue that this position is not supported by empirical findings. I focus on one of the most elaborate defenses of this position: Shea’s view that genes represent whole-organism phenotypes. I distinguish between two ways of individuating genes in contemporary biological science as possible vehicles of representational content—as molecular genes and as difference-maker genes. I show that (...) given either of these ways of individuating genes, genes fail to meet conditions which the teleosemantic theory requires an entity to meet if that entity is to qualify as a representational vehicle that represents a whole-organism phenotype. The considerations I present against Shea’s view generalize to other attempts to use the teleosemantic theory in support of the claim that genes represent whole-organism phenotypes. (shrink)

This semiotic research looks into the vehicle of the process of semiosis, the force or the medium by which the existence of a sign is recognized, and the process of semiosis is carried out. This force, which has been termed as ‘mind’ or ‘quasi-mind’ (Peirce 4.536 and 4.551), ‘organism’ (Johansen 1999), ‘codemaker’ or ‘agent’ (Barbieri 2007, 2008) and ‘interpreter’ (Emmeche et al. 2010) can be “any organism or a part of an organism, or just a product whose mechanism allows (...) or is able to carry out the process of semiosis”. These terms are used with reference to the existence of different types and domains of semiosis. In other words, it is not the process of semiosis, but the vehicle of the process of semiosis which makes the existence of different types and domains of semiosis. (shrink)

In this chapter, I argue that in addition to the generally accepted aim of reducing traffic-related injuries and deaths as much as possible, a principle of fairness in the distribution of risk should inform our thinking about how firms that produce autonomous vehicles ought to program them to respond in conflict situations involving human-driven vehicles. This principle, I claim, rules out programming autonomous vehicles to systematically prioritize the interests of their occupants over those of the occupants of other vehicles, including (...) human-driven vehicles. Because there is reason to think that most consumers would prefer to purchase autonomous vehicles that do systematically prioritize the interests of occupants over those of others, if my argument is correct it generates a substantial ethical restriction on firms’ efforts to gain market share in the initial stages of the introduction of autonomous vehicles onto the road. (shrink)

In this paper, we argue that if a set of plausible conditions obtain, then driving a standard vehicle rather than riding in an autonomous vehicle (AV) will become analogous to driving drunk rather than driving sober, and therefore impermissible. In addition, we argue that a ban on the production, sale, and purchase of new standard vehicles would also become justified. We make this case in part by highlighting that the central reasons typically offered in support of state-mandated vaccination (...) will also support mandating AV use. Finally, we discuss some of the implications of our argument for the obligations of vehicle-producing firms. (shrink)

The notion of representation in neuroscience has largely been predicated on localizing the components of computational processes that explain cognitive function. On this view, which I call “algorithmic homuncularism,” individual, spatially and temporally distinct parts of the brain serve as vehicles for distinct contents, and the causal relationships between them implement the transformations specified by an algorithm. This view has a widespread influence in philosophy and cognitive neuroscience, and has recently been ably articulated and defended by Shea. Still, I am (...) skeptical about algorithmic homuncularism, and I argue against it by focusing on recent methods for complex data analysis in systems neuroscience. I claim that analyses such as principle components analysis and linear discriminant analysis prevent individuating vehicles as algorithmic homuncularism recommends. Rather, each individual part contributes to a global state space, trajectories of which vary with important task parameters. I argue that, while homuncularism is false, this view still supports a kind of “vehicle realism,” and I apply this view to debates about the explanatory role of representation. (shrink)

Traditional navigation visualization utilizes two-dimensional. maps for road guidance or arrow symbols for turn by turn information. While the advantage of map views is supposed to be the inherent understanding of the surroundings, often these schematic line-drawing bird's eye views are rather confusing than helpful because they cannot provide an overview and an appropriate level of detail in an area of interest at the same time, i.e. the user is forced to change between different resolutions. In this paper we describe (...) a 3D visualization system for vehicle navigation that overcomes these shortcomings by providing a realistic and perspective 3D view of the environment. (shrink)

In this paper we focus on how automated vehicles can reduce the number of deaths and injuries in accident situations in order to protect public health. This is actually a problem not only of public health and ethics, but also of big data—not only in terms of all the different data that could be used to inform such decisions, but also in the sense of deciding how wide the scope of data should be. We identify three key different types of (...) data, including basic data, advanced data and preference data, provide an ethical analysis of the use of these different types of data and of different ways of prioritizing between pedestrians and passengers, and propose four rules that can help set ethical priorities for ethical data use and decision making by automated vehicles. (shrink)

Modes of presentation (MOPs) are often said to have to be transparent, usually in the sense that thinkers can know solely via introspection whether or not they are deploying the same one. While there has been much discussion of threats to transparency stemming from externalism, another threat to transparency has gar- nered less attention. This novel threat arises if MOPs are robust, as I argue they should be according to internalist views of MOPs which identify them with represen- tational vehicles, (...) such as mental files. I explain how identifying MOPs with vehicles/files threatens trans- parency, provide empirical illustrations, and critically examine some attempts to dispel the threat. Rather than abandoning transparency, I outline a way of reconciling it with a robust view of mental files which takes seriously the idea that they are targets for investigation in cogni- tive science. Transparency does not require introspective access, and rather than as an incontrovertible principle for individuating MOPs, we can view it more modestly, as an open empirical hypothesis. (shrink)

This paper is a new defense of the view that visual hallucinations lack content. The claim is that visual hallucinations are illusory not because their content is nonveridical, but rather because they seem to represent when they fail to represent anything in the first place. What accounts for the phenomenal character of visual experiences is not the content itself, but rather the vehicle of content, that is, not the properties represented by visual experience, but rather the relational properties of (...) experience of representing singular contents, namely particular instantiations of properties. I argue that the Russellian particular-involving proposition is the only appropriate model for the representational content of visual experience and hence that visual hallucinations are just like failed demonstrations. (shrink)

In this paper, I provide an argument for the assumption that contents supervene on vehicles, which is based on the explanatory role of representations in the cognitive sciences. I then show that the supervenience thesis together with the explanatory role imply that the individuation criteria for contents and vehicles are tightly bound together, such that content internalism is in effect equivalent to vehicle internalism. In the remainder of the paper, I argue that some of the different positions in the (...) debate stem from different research questions, namely the question about the acquisition conditions and the question about the entertaining conditions for mental representation. Finally, I argue that the thesis of externalism is much more interesting if understood as a claim about how mental representation works in our world as opposed to how they work in all metaphysically possible worlds. In particular, I argue that this?nomological? understanding of the thesis is able to explain how and why the experimental methods used in contemporary cognitive sciences are able to provide insight into behavior generation. nema. (shrink)

Vehicle type recognition algorithms are broadly used in intelligent transportation, but the accuracy of the algorithms cannot meet the requirements of production application. For the high efficiency of the multilayer perceptive layer of Network in Network, the nonlinear features of local receptive field images can be extracted. Global average pooling can avoid the network from overfitting, and small convolution kernel can decrease the dimensionality of the feature map, as well as downregulate the number of model training parameters. On that (...) basis, the residual error is adopted to build a novel NIN model by altering the size and layout of the original convolution kernel of NIN. The feasibility of the algorithm is verified based on the Stanford Cars dataset. By properly setting weights and learning rates, the accuracy of the NIN model for vehicle type recognition reaches 97.2%. (shrink)

As vehicles become more autonomous, the task of designing guiding systems that make morally acceptable decisions is getting more urgent. It is sometimes assumed that one solution will be acceptable across various cultures. In this paper we argue for the importance of intercultural perspectives; in particular, we explore possible insights derived from Buddhist philosophy, taking avail of the virtue of compassion (karuṇā). We suggest that autonomous vehicles should first learn in supervised situations so that they reach a level of decision-making (...) ability that human experts within a given culture deem morally good. How will they be evaluated? In some debates it is assumed that there is a one-fit-all answer to be found based on an agreed-upon moral theory. Apart from problems of ethical pluralism within a given culture, there are also problems due to different moral preferences and driving styles across cultures. One way the problem might be addressed is to introduce a machine-learning training curriculum that would provide autonomous vehicles with a process comparable to a novice human driver learning to drive and passing her own driving license test. (shrink)

Drawing on various resources and requirements (as expressed by Dewey, Wittgenstein, Sellars, and Brandom), this paper proposes an externalist view of conceptual mental episodes that does not equate them, even partially, with vehicles of any sort, whether the vehicles be located in the environment or in the head. The social and pragmatic nature of the use of concepts and conceptual content makes it unnecessary and indeed impossible to locate the entities that realize conceptual mental episodes in non-personal or subpersonal contentful (...) entities (vehicles). Persons, who engage in social practices of deontic scorekeeping (Brandom), and who are thus able to produce appropriate inferential behaviour, enact conceptual mental episodes and the basis of their supervenience. (shrink)

Despite widespread evidence that fictional models play an explanatory role in science, resistance remains to the idea that fictions can explain. A central source of this resistance is a particular view about what explanations are, namely, the ontic conception of explanation. According to the ontic conception, explanations just are the concrete entities in the world. I argue this conception is ultimately incoherent and that even a weaker version of the ontic conception fails. Fictional models can succeed in offering genuine explanations (...) by correctly capturing relevant patterns of counterfactual dependence and licensing correct inferences. Using the example of Newtonian force explanations of the tides, I show how, even in science, fiction can be a vehicle for truth. (shrink)

This study focuses on analysing the ways in which vehicle stickers construct individual and group identities, people's religious faith and social vision in the context of religious assumptions and practices in Nigeria. Data comprise 73 vehicle stickers collected in Lagos and Ota, between 2006 and 2007 and are analysed within the framework of the post-structuralist model of discourse analysis which views discourse as a product of a complex system of social and institutional practices that sustain its continuous existence. (...) Results show that through stickers people define their individual and group identities within religious institutional practices. And as a means of group identification, they guarantee social security and privileges. In constructing social vision the stickers help mould the individual aspiration about a future which transcends the present. Significantly, stickers in the data also reveal the tension between Islam and Christianity and the struggle to propagate one above the other. (shrink)

Two contrasting theories-actor-network theory and nondecision making-are separately applied to the same case study, namely, technologies for automatically identifying road vehicles. By this process, the strengths and weaknesses of each approach are highlighted: The actor-network approach is useful for understanding local processes but lacks tools for easily illuminating patterns across countries; by contrast, the concept of nondecision making is useful for explaining the general lack of implementation of technology for automatic vehicle identification but not for explaining variations between developments (...) in different countries. This study highlights the importance of attempting to compare theories by using the same case study. (shrink)