The literature on self-driving cars and ethics continues to grow. Yet much of it focuses on ethical complexities emerging from an individual vehicle. That is an important but insufficient step towards determining how the technology will impact human lives and society more generally. What must complement ongoing discussions is a broader, system level of analysis that engages with the interactions and effects that these cars will have on one another and on the socio-technical systems in which (...) they are embedded. To bring the conversation of self-driving cars to the system level, we make use of two traffic scenarios which highlight some of the complexities that designers, policymakers, and others should consider related to the technology. We then describe three approaches that could be used to address such complexities and their associated shortcomings. We conclude by bringing attention to the “Moral Responsibility for Computing Artifacts: The Rules”, a framework that can provide insight into how to approach ethical issues related to self-driving cars. (shrink)

This article puts forward solutions to some of the ethical and legal dilemmas posed in the current discussion on how to program crash algorithms in autonomous or self-driving cars. The first part of the paper defines the scope of the problem in the criminal legal field, and the next section gives a critical analysis of the proposal to always prioritise the interest of the occupant of the vehicle in situations with conflict of interests. The principle of minimizing (...) social damage as a model for configuring self-driving cars is examined in the third section. Despite its apparent plausibility, within the framework of a liberal legal system that recognises humans as free agents who have rights and responsibilities, maximizing the function of social utility does not justify harmful interference into a person’s legal sphere. Therefore, in the fourth part, the author argues the need to program the crash algorithms of autonomous cars based on a deontological understanding of the system of justifications in criminal law. The solution to the dilemma lies in a prior analysis of the legal positions of all agents involved in the conflict, from a perspective of the principles of autonomy and solidarity as the core of the system of justifications. (shrink)

The potential development of self-driving cars (also known as autonomous vehicles or AVs – particularly Level 5 AVs) has called the attention of different interested parties. Yet, there are still only a few relevant international regulations on them, no emergency patterns accepted by communities and Original Equipment Manufacturers (OEMs), and no publicly accepted solutions to some of their pending ethical problems. Thus, this paper aims to provide some possible answers to these moral and practical dilemmas. In particular, (...) we focus on what AVs should do in no-win scenarios and on who should be held responsible for these types of decisions. A naturalistic perspective on ethics informs our proposal, which, we argue, could represent a pragmatic and realistic solution to the regulation of AVs. We discuss the proposals already set out in the current literature regarding both policy-making strategies and theoretical accounts. In fact, we consider and reject descriptive approaches to the problem as well as the option of using either a strict deontological view or a solely utilitarian one to set AVs’ ethical choices. Instead, to provide concrete answers to AVs’ ethical problems, we examine three hierarchical levels of decision-making processes: country-wide regulations, OEM policies, and buyers’ moral attitudes. By appropriately distributing ethical decisions and considering their practical implications, we maintain that our proposal based on ethical naturalism recognizes the importance of all stakeholders and allows the most able of them to take actions (the OEMs and buyers) to reflect on the moral leeway and weight of their options. (shrink)

Every year, 1.35 million people are killed on roads worldwide and even more people are injured. Emerging self-driving car technology promises to cut this statistic down to a fraction of the current rate. On the face of it, this consideration alone constitutes a strong reason to legally require — once self-driving car technology is widely available and affordable — that all vehicles on public roads be self-driving. Here I critically investigate the question of whether (...) self-driving, or autonomous, vehicles should be legally mandated. I develop an argument — premised upon Mill’s Harm Principle — that any legislation mandating the use of self-driving vehicles on public roads is morally impermissible. The Harm Principle, under its most plausible interpretation, has it that the state is warranted in legislating against some activity only if that activity violates the rights of others. In brief, I argue that a human driver, who opts to drive herself on public roads rather than rely on self-driving technology, does not violate anyone’s rights when she so acts. Consequently, when granting the Harm Principle, it follows that the state is not warranted in mandating the use of self-driving vehicles on public roads. If I am correct, the proponent of a self-driving vehicle mandate must reject the Harm Principle. Given its intuitive plausibility and central place in liberal philosophical thought, this is a weighty cost. (shrink)

Questions of what a self-driving car ought to do if it encounters a situation analogous to the ‘trolley problem’ have dominated recent discussion of the ethics of self-driving cars. This paper argues that this interest is misplaced. If a trolley-style dilemma situation actually occurs, given the limits on what information will be available to the car, the dynamics of braking and tyre traction determine that, irrespective of outcome, it is always least risky for the car (...) to brake in a straight line rather than swerve. (shrink)

Driverless automobility presents a “technological sublime” encompassing both promises and perils. The light side of the emerging transportation future lies, for instance, in the newly gained freedom from driving. The dark side of this sublime includes ethical challenges and potential harm resulting from the required socio-technical transformations of mobility. This article explores contemporary visions for the self-driving car future through the lens of the sublime and some of its theoretical variations, such as the natural, technological, electrical, and (...) digital sublime. Nissan’s IDS Concept preview clip and the Chevrolet FNR trailer serve as examples for this analysis, which aims to demythologize the visual rhetoric of the depicted awe-inspiring self-driving systems. The sublime’s inherent dialectic of inducing both pleasure and displeasure is removed in the corporate utopian visions in favor of an exalting partnership between human and machine. This strategy succeeds by setting the mobility future in the context of controlled parameters such as the trustworthy communicative vehicle, the vital and independent protagonists, and the harmless and unharmed environment. Recognizing such recurring strategies and identifying the controlled parameters which allow the sublime object to electrify, not terrify, is key for a sensible engagement with such imagined futures and their social, cultural, political, economic, environmental, and ethical implications. Such premediations of awe-inspiring technological formations and the underlying logics ask to be unpacked toward decision making that considers all potential facets of the sublime future. (shrink)

: Autonomous driving systems promise important changes for future of transport, primarily through the reduction of road accidents. However, ethical concerns, in particular, two central issues, will be key to their successful development. First, situations of risk that involve inevitable harm to passengers and/or bystanders, in which some individuals must be sacrificed for the benefit of others. Secondly, and identification responsible parties and liabilities in the event of an accident. Our work addresses the first of these ethical problems. We (...) are interested in investigating how humans respond to critical situations and what reactions they consider to be morally right or at least preferable to others. Our experimental approach relies on the trolley dilemma and knowledge gained from previous research on this. More specifically, our main purpose was to test the difference between what human drivers actually decide to do in an emergency situations whilst driving a realistic simulator and the moral choices they make when they pause to consider what they would do in the same situation and to better understand why these choices may differs. Keywords: Self-driving Cars; Trolley Problem; Moral Choices; Moral Responsibility; Virtual Reality Dilemmi morali nelle automobili a guida autonoma Riassunto: I sistemi di guida autonomi promettono importanti cambiamenti per il futuro dei trasporti, principalmente attraverso la riduzione degli incidenti stradali. Tuttavia, vi sono preoccupazioni etiche, in particolare due questioni centrali, fondamentali per il loro sviluppo. In primo luogo, le situazioni di rischio che comportano inevitabili danni ai passeggeri e/o ai pedoni, ovvero situazioni in cui alcune persone devono essere sacrificate a beneficio di altri. In secondo luogo, l’identificazione delle parti responsabili in caso di incidente. Il nostro lavoro affronta il primo di questi problemi etici. Siamo interessati a studiare come gli umani rispondono a situazioni critiche e quali reazioni considerano moralmente giuste o almeno preferibili. Il nostro approccio sperimentale si basa sul trolley problem e sulle conoscenze acquisite da precedenti ricerche su questo ambito. Più specificamente, il nostro scopo principale è quello di testare la differenza tra ciò che i conducenti umani decidono effettivamente di fare in una situazione di emergenza, mentre guidano un simulatore realistico, e le scelte morali che compiono se posti nella stessa situazione e hanno la possibilità di decidere senza limiti di tempo. Lo scopo è inoltre comprendere come e perché queste scelte possono differire. Parole chiave: Automobili a guida autonoma; Trolley problem; Scelte morali; Responsabilità morale, Realtà virtuale. (shrink)

Crashes involving self-driving cars at least superficially resemble trolley dilemmas. This article discusses what lessons machine ethicists working on the ethics of self-driving cars can learn from trolleyology. The article proceeds by providing an account of the trolley problem as a paradox and by distinguishing two types of solutions to the trolley problem. According to an optimistic solution, our case intuitions about trolley dilemmas are responding to morally relevant differences. The pessimistic solution denies that (...) this is the case. An optimistic solution would yield first-order moral insights for the ethics of self-driving cars, but such a solution is difficult to come by. More plausible is the pessimistic solution, and it teaches us a methodological lesson. The lesson is that machine ethicists should discount case intuitions and instead rely on intuitions and judgments at a higher level of generality. (shrink)

Self-driving cars hold out the promise of being safer than manually driven cars. Yet they cannot be a 100 % safe. Collisions are sometimes unavoidable. So self-driving cars need to be programmed for how they should respond to scenarios where collisions are highly likely or unavoidable. The accident-scenarios self-driving cars might face have recently been likened to the key examples and dilemmas associated with the trolley problem. In this article, we (...) critically examine this tempting analogy. We identify three important ways in which the ethics of accident-algorithms for self-driving cars and the philosophy of the trolley problem differ from each other. These concern: the basic decision-making situation faced by those who decide how self-driving cars should be programmed to deal with accidents; moral and legal responsibility; and decision-making in the face of risks and uncertainty. In discussing these three areas of disanalogy, we isolate and identify a number of basic issues and complexities that arise within the ethics of the programming of self-driving cars. (shrink)

To operate in an unpredictable environment, a vehicle with advanced driving assistance systems, such as a robot or a drone, not only needs to register its surroundings but also to combine data from different sensors into a world model, for which it employs filter algorithms. Such world models, as this article argues with reference to the SLAM problem in robotics, consist of nothing other than probabilities about states and events arising in the environment. The model, thus, contains a virtuality (...) of possible worlds that are the basis for adaptive behavior. The article shows that the current development of these technologies requires new concepts because their complex adaptive behaviors cannot be explained by referring them to mere algorithmic processes. Instead, it proposes the heuristic instrument of microdecisions to designate the temporality of decisions between alternatives that are created by probabilistic procedures of world modeling. Microdecisions are more than the implementation of deterministic processes—they decide between possibilities and, thus, always open up the potential of their otherness. By describing autonomous adaptive technologies with this heuristic, the question of sovereignty inevitably arises. It forces us to re-think what autonomy means when decisions can be automated. (shrink)

Self‐driving cars hold out the promise of being much safer than regular cars. Yet they cannot be 100% safe. Accordingly, they need to be programmed for how to deal with crash scenarios. Should cars be programmed to always prioritize their owners, to minimize harm, or to respond to crashes on the basis of some other type of principle? The article first discusses whether everyone should have the same “ethics settings.” Next, the oft‐made analogy with the (...) trolley problem is examined. Then follows an assessment of recent empirical work on lay‐people's attitudes about crash algorithms relevant to the ethical issue of crash optimization. Finally, the article discusses what traditional ethical theories such as utilitarianism, Kantianism, virtue ethics, and contractualism imply about how cars should handle crash scenarios. The aim of the article is to provide an overview of the existing literature on these topics and to assess how far the discussion has gotten so far. (shrink)

Self‐driving cars hold out the promise of being much safer than regular cars. Yet they cannot be 100% safe. Accordingly, we need to think about who should be held responsible when self‐driving cars crash and people are injured or killed. We also need to examine what new ethical obligations might be created for car users by the safety potential of self‐driving cars. The article first considers what lessons might be learned (...) from the growing legal literature on responsibility for crashes with self‐driving cars. Next, worries about responsibility gaps and retribution gaps from the philosophical literature are introduced. This leads to a discussion of whether self‐driving cars are a form of agents that act independently of human agents. It is suggested that it is better to analyze their apparent agency in terms of human–robot collaborations, within which humans play the most important roles. The next topic is the idea that the safety potential of self‐driving cars might create a duty to either switch to self‐driving cars or seek means of making conventional cars safer. Lastly, there is a short discussion of ethical issues related to safe human–robot coordination within mixed traffic featuring both self‐driving cars and conventional cars. (shrink)

Self-driving cars currently face a lot of technological problems that need to be solved before the cars can be widely used. However, they also face ethical problems, among which the question of crash-optimization algorithms is most prominently discussed. Reviewing current debates about whether we should use the ethics of the Trolley Dilemma as a guide towards designing self-driving cars will provide us with insights about what exactly ethical research does. It will result in (...) the view that although we need the ethics of the Trolley Dilemma as important input for self-driving cars, the route towards simply implementing it into automated cars is blocked. (shrink)

The discourse around self-driving cars has been dominated by an emphasis on their potential to reduce the number of accidents. At the same time, proponents acknowledge that self-driving cars would inevitably be involved in fatal accidents where moral algorithms would decide the fate of those involved. This is a necessary trade-off, proponents suggest, in order to reap the benefits of this new technology. In this article, I engage this argument, demonstrating how an undue optimism (...) and enthusiasm about this technology is obscuring our ability to see what is at stake and explaining how moving beyond the dominant utilitarian framings around this technology opens up a space for both ethical inquiry and innovative design. I suggest that a genuine caring concern for the many lives lost in car accidents now and in the future—a concern that transcends false binary trade-offs and that recognizes the systemic biases and power structures that make certain groups more vulnerable than others—could serve as a starting point to rethink mobility, as it connects to the design of our cities, the well-being of our communities, and the future of our planet. (shrink)

Self-driving cars promise solutions to some of the hazards of human driving but there are important questions about the safety of these new technologies. This paper takes a qualitative social science approach to the question ‘how safe is safe enough?’ Drawing on 50 interviews with people developing and researching self-driving cars, I describe two dominant narratives of safety. The first, safety-in-numbers, sees safety as a self-evident property of the technology and offers metrics (...) in an attempt to reassure the public. The second approach, safety-by-design, starts with the challenge of safety assurance and sees the technology as intrinsically problematic. The first approach is concerned only with performance—what a self-driving system does. The second is also concerned with why systems do what they do and how they should be tested. Using insights from workshops with members of the public, I introduce a further concern that will define trustworthy self-driving cars: the intended and perceived purposes of a system. Engineers’ safety assurances will have their credibility tested in public. ‘How safe is safe enough?’ prompts further questions: ‘safe enough for what?’ and ‘safe enough for whom?’. (shrink)

Self‐driving cars hold out the promise of being much safer than regular cars. Yet they cannot be 100% safe. Accordingly, they need to be programmed for how to deal with crash scenarios. Should cars be programmed to always prioritize their owners, to minimize harm, or to respond to crashes on the basis of some other type of principle? The article first discusses whether everyone should have the same “ethics settings.” Next, the oft‐made analogy with the (...) trolley problem is examined. Then follows an assessment of recent empirical work on lay‐people's attitudes about crash algorithms relevant to the ethical issue of crash optimization. Finally, the article discusses what traditional ethical theories such as utilitarianism, Kantianism, virtue ethics, and contractualism imply about how cars should handle crash scenarios. The aim of the article is to provide an overview of the existing literature on these topics and to assess how far the discussion has gotten so far. (shrink)

The issue of how to identify the liability of subjects after a traffic accident takes place remains a puzzle regarding the SAE classification system. The SAE system is not good at dealing with the problem of responsibility evaluation; therefore, building a new classification system for self-driving cars from the perspective of the subject's liability is a possible way to solve this problem. This new system divides automated driving into three levels: i) assisted driving based on (...) the will of drivers, ii) automated driving based on the will of the manufacturers, and iii) fully automated driving based on social will. The corresponding responsible subjects for level one, level two, and level three are the drivers, the manufacturers, and society, respectively. (shrink)

Much of the debate on the ethics of self-driving cars has revolved around trolley scenarios. This paper instead takes up the political or institutional question of who should decide how a self-driving car drives. Specifically, this paper is on the question of whether and why passengers should be able to control how their car drives. The paper reviews existing arguments—those for passenger ethics settings and for mandatory ethics settings respectively—and argues that they fail. Although the (...) arguments are not successful, they serve as the basis to formulate desiderata that any approach to regulating the driving behavior of self-driving cars ought to fulfill. The paper then proposes one way of designing passenger ethics settings that meets these desiderata. (shrink)

How should driverless vehicles respond to situations of unavoidable personal harm? This paper takes up the case of self-driving cars as a prominent example of algorithmic moral decision-making, an emergent type of morality that is evolving at a high pace in a digitised business world. As its main contribution, it juxtaposes dilemma decision situations relating to ethical crash algorithms for autonomous cars to two edge cases: the case of manually driven cars facing real-life, mundane accidents, (...) on the one hand, and the dilemmatic situation in theoretically constructed trolley cases, on the other. The paper identifies analogies and disanalogies between the three cases with regard to decision makers, decision design, and decision outcomes. The findings are discussed from the angle of three perspectives: aspects where analogies could be found, those where the case of self-driving cars has turned out to lie in between both edge cases, and those where it entirely departs from either edge case. As a main result, the paper argues that manual driving as well as trolley cases are suitable points of reference for the issue of designing ethical crash algorithms only to a limited extent. Instead, a fundamental epistemic and conceptual divergence of dilemma decision situations in the context of self-driving cars and the used edge cases is substantiated. Finally, the areas of specific need for regulation on the road to introducing autonomous cars are pointed out and related thoughts are sketched through the lens of the humanistic paradigm. (shrink)

Ethical morality is one of the significant issues in self-driving cars. The paper provides a newer approach to solve the ethical decision problems in self-driving cars until there is no concrete ethical decision to all problems. This paper gives a two-way approach to solve a problem, with first being the mapping of problem to the solution already known or which has a fixed set of solutions and action priorities defined to a problem previously. Now, (...) if no solution is found or mapping is unsuccessful, then the second stage activates, where the solution from Deep Q-learning model is calculated. It estimates the best Q value and returns that solution or action which maximizes the reward at that instance. The reward function is designed with decreasing priorities and acts accordingly, where the users can change or define their priorities if needed. The case study and results show that the solution that is present in the paper will lead to solving ethical morality problems in self-driving cars up to a great extent. (shrink)

How should driverless vehicles respond to situations of unavoidable personal harm? This paper takes up the case of self-driving cars as a prominent example of algorithmic moral decision-making, an emergent type of morality that is evolving at a high pace in a digitised business world. As its main contribution, it juxtaposes dilemma decision situations relating to ethical crash algorithms for autonomous cars to two edge cases: the case of manually driven cars facing real-life, mundane accidents, (...) on the one hand, and the dilemmatic situation in theoretically constructed trolley cases, on the other. The paper identifies analogies and disanalogies between the three cases with regard to decision makers, decision design, and decision outcomes. The findings are discussed from the angle of three perspectives: aspects where analogies could be found, those where the case of self-driving cars has turned out to lie in between both edge cases, and those where it entirely departs from either edge case. As a main result, the paper argues that manual driving as well as trolley cases are suitable points of reference for the issue of designing ethical crash algorithms only to a limited extent. Instead, a fundamental epistemic and conceptual divergence of dilemma decision situations in the context of self-driving cars and the used edge cases is substantiated. Finally, the areas of specific need for regulation on the road to introducing autonomous cars are pointed out and related thoughts are sketched through the lens of the humanistic paradigm. (shrink)

In this paper, I will argue that automated vehicles should not swerve to avoid a person or vehicle in its path, unless they can do so without imposing risks onto others. I will argue that this is the conclusion that we should reach even if we start by assuming that we should divert the trolley in the standard trolley case. In defence of this claim, I appeal to the distribution of moral and legal responsibilities, highlighting the importance of safe spaces, (...) and arguing in favour of constraints on what can be done to minimise casualties. My arguments draw on the methodology associated with the trolley problem. As such, this paper also defends this methodology, highlighting a number of ways in which authors misunderstand and misrepresent the trolley problem. For example, the ‘trolley problem’ is not the ‘name given by philosophers to classic examples of unavoidable crash scenarios, historically involving runaway trolleys’, as Millar suggests, and trolley cases should not be compared with ‘model building in the sciences’, as Gogoll and Müller suggest. Trolley cases have more in common with lab experiments than model building, and the problem referred to in the trolley problem is not the problem of deciding what to do in any one case. Rather, it refers to the problem of explaining what appear to be conflicting intuitions when we consider two cases together. The problem, for example, could be: how do we justify the claim that automated vehicles should not swerve even if we accept the claim that we should divert the trolley in an apparently similar trolley case? (shrink)

The introduction of self-driving vehicles gives rise to a large number of ethical issues that go beyond the common, extremely narrow, focus on improbable dilemma-like scenarios. This article provides a broad overview of realistic ethical issues related to self-driving vehicles. Some of the major topics covered are as follows: Strong opinions for and against driverless cars may give rise to severe social and political conflicts. A low tolerance for accidents caused by driverless vehicles may delay (...) the introduction of driverless systems that would substantially reduce the risks. Trade-offs will arise between safety and other requirement on the road traffic system. Over-reliance on the swift collision-avoiding reactions of self-driving vehicles can induce people to take dangerous actions, such as stepping out in front of a car, relying on its fast braking. Children travelling alone can violate safety instructions such as the use of seatbelts. Digital information about routes and destinations can be used to convey commercial and political messages to car users. If fast passage can be bought, then socio-economic segregation of road traffic may result. Terrorists and other criminals can hack into a vehicle and make it crash. They can also use self-driving vehicles for instance to carry bombs to their designed places of detonation or to wreak havoc on a country’s road system. (shrink)

Almost all participants in the debate about the ethics of accidents with self-driving cars have so far assumed moral universalism. However, universalism may be philosophically more controversial than is commonly thought, and may lead to undesirable results in terms of non-moral consequences and feasibility. There thus seems to be a need to also start considering what I refer to as the “relativistic car” — a car that is programmed under the assumption that what is morally right, wrong, (...) good, bad, etc. is determined by the moral beliefs of one’s society or culture. My investigation of this idea involves six steps. First, I explain why and how the moral universalism/relativism debate is relevant to the issue of self-driving cars. Second, I argue that there are good reasons to consider accident algorithms that assume relativism. Third, I outline how a relativistic car would be programmed to behave. Fourth, I address what advantages such a car would have, both in terms of its non-moral consequences and feasibility. Fifth, I address the relativistic car’s disadvantages. Finally, I qualify and conclude my considerations. (shrink)

Self-driving vehicles offer great potential to improve efficiency on roads, reduce traffic accidents, increase productivity, and minimise our environmental impact in the process. However, they have also seen resistance from different groups claiming that they are unsafe, pose a risk of being hacked, will threaten jobs, and increase environmental pollution from increased driving as a result of their convenience. In order to reap the benefits of SDVs, while avoiding some of the many pitfalls, it is important to (...) effectively determine what challenges we will face in the future and what steps need to be taken now to avoid them. The approach taken in this paper is the construction of a likely future, through the process of a policy scenario methodology, if we continue certain trajectories over the coming years. The purpose of this is to articulate issues we currently face and the construction of a foresight analysis of how these may develop in the next 6 years. It will highlight many of the key facilitators and inhibitors behind this change and the societal impacts caused as a result. This paper will synthesise the wide range of ethical, legal, social and economic impacts that may result from SDV use and implementation by 2025, such as issues of autonomy, privacy, liability, security, data protection, and safety. It will conclude with providing steps that we need to take to avoid these pitfalls, while ensuring we reap the benefits that SDVs bring. (shrink)

We motivate the desire for self-driving and explain its potential and limitations, and explore the need for—and potential implementation of—morals, ethics, and other value systems as complementary “capabilities” to the Deep Technologies behind self-driving. We consider how the incorporation of such systems may drive or slow adoption of high automation within vehicles. First, we explore the role for morals, ethics, and other value systems in self-driving through a representative hypothetical dilemma faced by a (...) class='Hi'>self-driving car. Through the lens of engineering, we explain in simple terms common moral and ethical frameworks including utilitarianism, deontology, and virtue ethics before characterizing their relationship to the fundamental algorithms enabling self-driving. The concepts of behavior cloning, state-based modeling, and reinforcement learning are introduced, with some algorithms being more suitable for the implementation of value systems than others. We touch upon the contemporary cross-disciplinary landscape of morals and ethics in self-driving systems from a joint philosophical and technical perspective, and close with considerations for practitioners and the public, particularly as individuals may not appreciate the nuance and complexity of using imperfect information to navigate diverse scenarios and tough-to-quantify value systems, while “typical” software development reduces complex problems to black and white decision-making. (shrink)

We discuss recent work on bounded rationality and learning in relation to Soros' principle of reflexivity and stress the empirical importance of non-rational, almost self-fulfilling equilibria in positive feedback systems. As an empirical example, we discuss a behavioral asset pricing model with heterogeneous expectations. Bubble and crash dynamics is triggered by shocks to fundamentals and amplified by agents switching endogenously between a mean-reverting fundamental rule and a trend-following rule, based upon their relative performance. We also discuss learning-to-forecast laboratory experiments, (...) showing that in positive feedback systems individuals coordinate expectations on non-rational, almost self-fulfilling equilibria with persistent price fluctuations very different from rational equilibria. Economic policy analysis may benefit enormously by focusing on efficiency and welfare gains in correcting mispricing along almost self-fulfilling equilibria. (shrink)

Can opium's tendency to induce sleep be explained by appeal to a "dormitive virtue"? If the label merely references the tendency being explained, the explanation seems vacuous. Yet the presence of a label could signal genuinely explanatory content concerning the (causal) basis for the property being explained. In Experiments 1 and 2, we find that explanations for a person's behavior that appeal to a named tendency or condition are indeed judged to be more satisfying than equivalent explanations that differ only (...) in omitting the name. In Experiment 3, we find support for one proposal concerning what it is about a name that drives a boost in explanatory satisfaction: named categories lead people to draw an inference to the existence of a cause underlying the category, a cause that is responsible for the behavior being explained. Our findings have implications for theories of explanation and point to the central role of causation in explaining behavior. (shrink)

it is not unusual to interpret Friedrich Nietzsche’s philosophy, or some of his claims, as a therapeutic thought nowadays.1 Nietzsche’s perspectivism, style, and controversial doctrines are supposed to do something, rather than merely teach or state a theoretical position. The legitimacy of this action and its actual goal are far from self-evident, however. This paper tackles the problem from the perspective of a fundamental tension, which is at work underneath Nietzsche’s project since The Birth of Tragedy: that is, the (...) tension between multiplicity and singularity, respectively personified, in that book, by the figures of Dionysus and Apollo. When it comes to ethics, this dimension of Nietzsche’s thought is... (shrink)

An actor's mental states—whether she acted knowingly and with bad intentions—typically play an important role in evaluating the extent to which an action is wrong and in determining appropriate levels of punishment. In four experiments, we find that this role for knowledge and intent is significantly weaker when evaluating transgressions of conventional rules as opposed to moral rules. We also find that this attenuated role for knowledge and intent is partly due to the fact that conventional rules are judged to (...) be more arbitrary than moral rules; whereas moral transgressions are associated with actions that are intrinsically wrong, conventional transgressions are associated with actions that are only contingently wrong. Finally, we find that it is the perpetrator's belief about the arbitrary or non-arbitrary basis of the rule—not the reality—that drives this differential effect of knowledge and intent across types of transgressions. (shrink)

In this paper, we discuss the ethics of automated driving. More specifically, we discuss responsible human-robot coordination within mixed traffic: i.e. traffic involving both automated cars and conventional human-driven cars. We do three main things. First, we explain key differences in robotic and human agency and expectation-forming mechanisms that are likely to give rise to compatibility-problems in mixed traffic, which may lead to crashes and accidents. Second, we identify three possible solution-strategies for achieving better human-robot coordination within (...) mixed traffic. Third, we identify important ethical challenges raised by each of these three possible strategies for achieving optimized human-robot cordination in this domain. Among other things, we argue that we should not just explore ways of making robotic driving more like human driving. Rather, we ought also to take seriously potential ways of making human driving more like robotic driving. Nor should we assume that complete automation is always the ideal to aim for; in some traffic-situations, the best results may be achieved through human-robot collaboration. Ultimately, our main aim in this paper is to argue that the new field of the ethics of automated driving needs take seriously the ethics of mixed traffic and responsible human-robot coordination. (shrink)

Much of the research on the delivery of advice by professionals such as physicians, health workers and counsellors, both on the telephone and in face-to-face interaction more generally, has focused on the theme of client resistance and the consequent need for professionals to adopt particular formats to assist in the uptake of the advice. In this article we consider one setting, Kid’s Helpline, the national Australian counselling service for children and young people, where there is an institutional mandate not to (...) give explicit advice in accordance with the values of self-direction and empowerment. The article examines one practice, the use of script proposals by counsellors, which appears to offer a way of providing support which is consistent with these values. Script proposals entail the counsellors packaging their advice as something that the caller might say — at some future time — to a third party such as a friend, teacher, parent or partner, and involve the counsellor adopting the speaking position of the caller in what appears as a rehearsal of a forthcoming strip of interaction. Although the core feature of a script proposal is the counsellor’s use of direct reported speech, they appear to be delivered not so much as exact words to be followed, but as the type of conversation that the client needs to have with the third party. Script proposals, in short, provide models of what to say as well as alluding to how these could be emulated by the client. In their design, script proposals invariably incorporate one or more of the most common rhetorical formats for maximizing the persuasive force of an utterance such as a three-part list or a contrastive pair. Script proposals, moreover, stand in a complex relation to the prior talk and one of their functions appears to be to summarize, respecify or expand upon the client’s own ideas or suggestions for problem solving that have emerged in these preceding sequences. (shrink)

The recent progress in the development of autonomous cars has seen ethical questions come to the forefront. In particular, life and death decisions regarding the behavior of self-driving cars in trolley dilemma situations are attracting widespread interest in the recent debate. In this essay we want to ask whether we should implement a mandatory ethics setting for the whole of society or, whether every driver should have the choice to select his own personal ethics setting. While (...) the consensus view seems to be that people would not be willing to use an automated car that might sacrifice themselves in a dilemma situation, we will defend the somewhat contra-intuitive claim that this would be nevertheless in their best interest. The reason is, simply put, that a PES regime would most likely result in a prisoner’s dilemma. (shrink)

This paper investigates what “free-range” eggs are available for sale in supermarkets in Australia, what “free-range” means on product labelling, and what alternative “free-range” offers to cage production. The paper concludes that most of the “free-range” eggs currently available in supermarkets do not address animal welfare, environmental sustainability, and public health concerns but, rather, seek to drive down consumer expectations of what these issues mean by balancing them against commercial interests. This suits both supermarkets and egg producers because it does (...) not challenge dominant industrial-scale egg production and the profits associated with it. A serious approach to free-range would confront these arrangements, and this means it may be impossible to truthfully label many of the “free-range” eggs currently available in the dominant supermarkets as free-range. (shrink)

Ethical thought experiments such as the trolley dilemma have been investigated extensively in the past, showing that humans act in utilitarian ways, trying to cause as little overall damage as possible. These trolley dilemmas have gained renewed attention over the past few years, especially due to the necessity of implementing moral decisions in autonomous driving vehicles. We conducted a set of experiments in which participants experienced modified trolley dilemmas as drivers in virtual reality environments. Participants had to make decisions (...) between driving in one of two lanes where different obstacles came into view. Eventually, the participants had to decide which of the objects they would crash into. Obstacles included a variety of human-like avatars of different ages and group sizes. Furthermore, the influence of sidewalks as potential safe harbors and a condition implicating self-sacrifice were tested. Results showed that participants, in general, decided in a utilitarian manner, sparing the highest number of avatars possible with a limited influence by the other variables. Derived from these findings, which are in line with the utilitarian approach in moral decision making, it will be argued for an obligatory ethics setting implemented in ADVs. (shrink)

While the value of the extended mind hypothesis for human cognition is disputed, this paper examines the explanatory utility of the extended mind framework in the domain of AI systems, specifically the Google self-driving car. I argue that the cognitive architecture of the Google-car is best explained as an instance of extended cognition. The argument for this claim begins with a description of the Google-car’s cognitive architecture, including the indispensable role of “prior maps” in its performance. I then (...) argue that the hypothesis of extended cognition provides a better explanation of the Google-car’s performance than two rival, non-extended alternatives. Consideration of the Google-car also offers insight into whether driverless vehicles have achieved human-level competency in the cognitive skills required for driving, or instead remain “poor substitutes.”. (shrink)

The prospective introduction of autonomous cars into public traffic raises the question of how such systems should behave when an accident is inevitable. Due to concerns with self-interest and liberal legitimacy that have become paramount in the emerging debate, a contractarian framework seems to provide a particularly attractive means of approaching this problem. We examine one such attempt, which derives a harm minimisation rule from the assumptions of rational self-interest and ignorance of one’s position in a future (...) accident. We contend, however, that both contractarian approaches and harm minimisation standards are flawed, due to a failure to account for the fundamental difference between those ‘involved’ and ‘uninvolved’ in an impending crash. Drawing from classical works on the trolley problem, we show how this notion can be substantiated by reference to either the distinction between negative and positive rights, or to differences in people’s claims. By supplementing harm minimisation with corresponding constraints, we can develop crash algorithms for autonomous cars which are both ethically adequate and promise to overcome certain significant practical barriers to implementation. (shrink)

Chemokines (chemotactic cytokines) drive and direct leukocyte traffic. New evidence suggests that the unusual CCR6/CCL20 chemokine receptor/ligand axis provides key homing signals for recently identified cells of the adaptive immune system, recruiting both pro‐inflammatory and suppressive T cell subsets. Thus CCR6 and CCL20 have been recently implicated in various human pathologies, particularly in autoimmune disease. These studies have revealed that targeting CCR6/CCL20 can enhance or inhibit autoimmune disease depending on the cellular basis of pathogenesis and the cell subtype most affected (...) through different CCR6/CCL20 manipulations. Here, we discuss the significance of this chemokine receptor/ligand axis in immune and inflammatory functions, consider the potential for targeting CCR6/CCL20 in human autoimmunity and propose that the shared evolutionary origins of pro‐inflammatory and regulatory T cells may contribute to the reason why both immune activation and regulation might be controlled through the same chemokine pathway. (shrink)

The ethics of autonomous cars and automated driving have been a subject of discussion in research for a number of years :28–58, 2016). As levels of automation progress, with partially automated driving already becoming standard in new cars from a number of manufacturers, the question of ethical and legal standards becomes virulent. For exam-ple, while automated and autonomous cars, being equipped with appropriate detection sensors, processors, and intelligent mapping material, have a chance of being much (...) safer than human-driven cars in many regards, situations will arise in which accidents cannot be completely avoided. Such situations will have to be dealt with when programming the software of these vehicles. In several instances, internationally, regulations have been passed, based on legal considerations of road safety, mostly. However, to date, there have been few, if any, cases of a broader ethics code for autonomous or automated driving preceding actual regulation and being based on a broadly composed ethics committee of independent experts. In July 2016, the German Federal Minister of Transport and Digital Infrastructure, Alexander Dobrindt, appointed a national ethics committee for automated and connected driving, which began its work in September 2016. In June 2017, this committee presented a code of ethics which was published in German and in English. It consists of 20 ethical guidelines. Having been a member of this committee, I will present the main ethical topics of these guidelines and the discussions that lay behind them. (shrink)

This book offers a systematic and thorough philosophical analysis of the ways in which driving automation crosses path with ethical values. Upon introducing the different forms of driving automation and examining their relation to human autonomy, it provides readers with in-depth reflections on safety, privacy, moral judgment, control, responsibility, sustainability, and other ethical issues. Driving is undoubtedly a moral activity as a human act. Transferring it to artificial agents such as connected and automated vehicles necessarily raises many (...) philosophical questions. When driving is automated, what happens to its ethical dimensions? Could artificial agents accomplish ethical objectives on our behalf, take moral decisions in our place, and drive us into a more ethical transportation future? In doing so, would they be “moral” as we are or in a way that is similar to, but also remarkably different from, our own? And what role is yet to be played by human responsibility and commitment? The book addresses these questions with the aim of stimulating an interdisciplinary dialogue between different stakeholders. They include automotive engineers, computer scientists, and moral philosophers, as well as industry representatives, policymakers, regulators, transportation experts, and the general public. Indeed, connected and automated vehicles will not take the high road for us . We must drive them there. (shrink)

In the fifth space-time dimension of the journey, in that invisible dimension of meaning, one also simultaneously enters the dimension of narration, in a double track that makes the dialogic dimension, traveling, a distinctive trait of traveling, both inside and outside oneself. The journey then becomes the occasion for a reinterpretation of meaning, the place of its return, the space within which to get lost and find oneself in a different articulation of oneself and one’s identity, the forge, the alchemical (...) _atanor_, where to live profound upheaval of oneself within a narrative and dialogic consciousness that makes the travel companion, the traveler, the other the focus and direction of our haughty representations and of our most unfathomable inner worlds. Because no one can tell only himself. We will therefore try to make people understand the special connection that exists between travel and narration, present within a literary tradition that crosses times and places, crossing the Middle Ages with Geoffrey Chaucer’s _Canterbury Tales_ up to the most recent _Drive my Car_ by Murakami, in a common narrative and existential structure that unfolds precisely in the particularity of traveling together. Everything that happens to us while traveling becomes a form of narration that combines the lived experience of consciousness, the _Erlebnis_, the poetry of the word in expression, an expression of a deeper self that can manifest itself in its epiphany through the story of what we are while we travel, while we wander, while we walk in other places, with others, lost in walking on foot, by car or train, without space-time limits, in that way of flying over the world typical of _flânerie_. (shrink)

In the contemporary debate on artificial morality, the trolley problem has found a new field of application, in the “ethics of crashes” with self-driving cars. The paper aims to show that the trolley dilemma is out of place, in the context of automated traffic, not only with regard to the object of the dilemma (which human being should be sacrificed, in crashes with inevitable fatal consequences), but also with regard to the subject to whom it is up (...) to decide. In States whose constitutional charters protect fundamental individual rights, laws contain definite constraints on solving dilemmas regarding self-driving cars. The idea that crashes of self-driving cars pose extraordinary moral questions, rather than safety, transparency, caution and control issues, as any other machine, derives perhaps from the human inclination to consider anthropomorphic objects as agents, or even as moral agents. The development of autonomous machines can lead to believe that three crowdsourcing and subrogation operations, variously intertwined, are possible and allowed: of law with ethics, in the first place; of moral evaluation, secondly, with a computational model of aggregated social preferences and, finally, of human moral agency with the autonomous, unpredictable and opaque functioning of machines. (shrink)

This dissertation provides a systematic analysis of when an individual or group has a right to secede that is grounded in self-determination. Since the primary question in a secessionist conflict concerns the territory being contested, any analysis of the right to secede must provide an account of what grounds the existing state's claim to political jurisdiction over its territory. With this in mind, I examine consent and teleological justifications for the state and find both inadequate. ;The consent account posits (...) that a political state is justified just in case it has the consent of its citizens. I reject the consent approach for its unacceptable implication that unlimited secession is permissible from all existing states. I then suggest that our disinclination to allow unlimited secession is instructive since it indicates not only that we believe a consentual justification is morally unnecessary, but also that a state is justified in virtue of the peace it secures and the rights it protects. This teleological justification ultimately proves inadequate as well, however, because it both restricts secessionist movements that seem permissible and allows coercive annexations that appear clearly unjustified. ;As an alternative to these extremes, I propose a hybrid model of political legitimacy. According to my theory, while individuals and small groups may not secede, a larger group may, provided it is of sufficient size to satisfactorily perform the functions that are necessary for a state to ground its claim to territory. Thus I conclude a political state should limit political liberty in a manner analogous to the way it legitimately limits the liberty to drive a car. Specifically, since many people would be harmed if there were no legal restrictions on who could drive, states institute age and health requirements limiting who may drive. Citizens not eliminated by these standards must also demonstrate a minimum threshold of competence by passing tests. In similar fashion, a state may initially restrict the right to secede to groups of a specific size, and then further require that interested parties demonstrate their ability and willingness to govern in a stable, efficient, and liberal manner. (shrink)

Self-driving cars don’t drink and medical AIs are never overtired. Given our obvious flaws, what can humans still do best?

Eco-driving is a style of driving that minimizes energy consumption, while gamification refers to the use of game techniques to motivate user engagement in non-game contexts. This paper comprises a literature review assessing applying gamification to encourage eco-driving. The Web of Science Core Collection and EBSCO Host platforms were searched in February 2022. Qualifying sources included peer review journal articles, conference proceedings papers, academic book chapters and dissertation reports. The final sample comprised 39 unique publications, of which (...) 34 described gamification adjunct systems used during driving. Most were designed as smartphone apps, but some ran on bespoke in-car feedback displays. Alternatively, using game-based learning, 5 studies described videogames designed to encourage eco-driving. Popular gamification elements were: an eco-driving score; self-comparisons or comparisons with others via leader boards; rewards; challenges, missions or levels; and emotive feedback. One system aimed to discourage driving at busy times. While 13 studies assessed the efficacy of the various systems, these were generally of poor quality. This developing literature contains many good ideas for applying gamification to promote eco-driving. However, evidence for efficacy is largely absent and researchers are encouraged to continue to evaluate a wide range of gamification approaches to promote eco-driving. (shrink)

Purpose Fully autonomous self-driving cars not only hold the potential for significant economic and environmental advantages but also introduce complex ethical dilemmas. One of the highly debated issues, known as the “trolley problems,” revolves around determining the appropriate actions for a self-driving car when faced with an unavoidable crash. Currently, the discourse on autonomous vehicle (AV) crash algorithms is primarily shaped by Western ethical traditions, resulting in a Eurocentric bias due to the dominant economic and (...) political influence of the West. However, considering that AV technology will be deployed across diverse cultural and religious contexts, this paper aims to contribute to the discourse by providing an Islamic perspective on programming the response of AVs in the event of an imminent crash. Design/methodology/approach This study proposes a novel methodology based on the Islamic concept of maṣlaḥa for the normative assessment of ethical decisions related to AV programming. Findings Drawing upon the works of classic Islamic jurists, this study highlights two distinct normative visions within Islamic traditions (akin to deontology and consequentialism) concerning the preservation of human lives in the context of AVs. This study explores the shared and divergent elements between Islamic and Western ethical approaches proposed for AVs. Originality/value This pioneering work examines AV crash algorithms from an Islamic perspective, filling a void in the global ethical discourse. This work will also serve an important role to bridge the gap between the theoretical Islamic ethical principles and their practical application in the realm of AVs. (shrink)

A number of companies including Google and BMW are currently working on the development of autonomous cars. But if fully autonomous cars are going to drive on our roads, it must be decided who is to be held responsible in case of accidents. This involves not only legal questions, but also moral ones. The first question discussed is whether we should try to design the tort liability for car manufacturers in a way that will help along the development (...) and improvement of autonomous vehicles. In particular, Patrick Lin’s concern that any security gain derived from the introduction of autonomous cars would constitute a trade-off in human lives will be addressed. The second question is whether it would be morally permissible to impose liability on the user based on a duty to pay attention to the road and traffic and to intervene when necessary to avoid accidents. Doubts about the moral legitimacy of such a scheme are based on the notion that it is a form of defamation if a person is held to blame for causing the death of another by his inattention if he never had a real chance to intervene. Therefore, the legitimacy of such an approach would depend on the user having an actual chance to do so. The last option discussed in this paper is a system in which a person using an autonomous vehicle has no duty of interfering, but is still held responsible for possible accidents. Two ways of doing so are discussed, but only one is judged morally feasible. (shrink)

A person drives her well‐maintained car cautiously and alertly to the movies. Freak circumstances send the car out of control. It veers in the direction of a pedestrian whom it will kill unless she, or a third party, blows it up with a grenade. Whether the driver is liable to be thusly killed polarizes debates about the ethics of self‐defense. But debaters frequently conflate the questions of whether and by what means the driver is liable to be killed. The (...) paper separates these questions: it argues the driver's liability to lethal harm need not entail her liability to the grenade. (shrink)