"Golf day 2005 @ federal golf club, red hill." Ethos: Official Publication of the Law Society of the Australian Capital Territory, (196), pp. 7.

Gene drives are potentially ontologically and morally disruptive technologies. The potential to shape evolutionary processes and to eradicate (e.g. malaria-transmitting or invasive) populations raises ontological questions about evolution, nature, and wilderness. The transformative promises and perils of gene drives also raise pressing ethical and political concerns. The aim of this article is to arrive at a better understanding of the gene drive debate by analysing how ontological and moral assumptions are coproduced in this debate. Combining philosophical analysis with a (...) critical reading of the gene drive literature and an ethnographic study of two leading research groups, the article explores the hypothesis that the development of and debate about gene drives are characterized by a particular intervention-oriented mode of coproduction. Based on the results of this exploration, we highlight the need for a broadening of the perspective on gene drives in which empirical, moral, and ontological concerns are addressed explicitly in their interplay rather than in (disciplinary) isolation from each other. (shrink)

In this paper, we argue that solutions to normative challenges associated with autonomous driving, such as real-world trolley cases or distributions of risk in mundane driving situations, face the problem of reasonable pluralism: Reasonable pluralism refers to the fact that there exists a plurality of reasonable yet incompatible comprehensive moral doctrines within liberal democracies. The corresponding problem is that a politically acceptable solution cannot refer to only one of these comprehensive doctrines. Yet a politically adequate solution to the normative challenges (...) of autonomous driving need not come at the expense of an ethical solution, if it is based on moral beliefs that are (1) shared in an overlapping consensus and (2) systematized through public reason. Therefore, we argue that a Rawlsian justificatory framework is able to adequately address the normative challenges of autonomous driving and elaborate on how such a framework might be employed for this purpose. (shrink)

Driving behaviours and fitness to drive have been assessed using different tools over time: standardized neuropsychological, on-road and driving simulation testing. Nowadays, the great variability of topics related to driving simulation has elicited a high number of reviews. The present work aims to perform a scientometric analysis on driving simulation reviews and to propose a selective review of reviews focusing on critical issues related to validity and fidelity. A scientometric analysis of driving simulation reviews published from 1988 to 2019 (...) was conducted. Bibliographic data from 298 reviews were extracted from Scopus and WoS. Performance analysis was conducted to investigate most prolific Countries, Journals, Institutes and Authors. A cluster analysis on authors’ keywords was performed to identify relevant associations between different research topics. Based on reviews extracted from cluster analysis, a selective review of reviews was conducted to answer questions regarding validity, fidelity and critical issues. USA and Germany are the first two Countries for number of driving simulation reviews. USA is the leading Country with 5 Institutes in the top-ten. Top Authors wrote from 3 to 7 reviews each and belong to Institutes located in North America and Europe. Cluster analysis identified three clusters and eight keywords. The selective review of reviews showed a substantial agreement for supporting validity of driving simulation with respect to neuropsychological and on-road testing, while for fidelity with respect to real-world driving experience a blurred representation emerged. The most relevant critical issues were the a) lack of a common set of standards, b) phenomenon of simulation sickness, c) need for psychometric properties, lack of studies investigating d) predictive validity with respect to collision rates and e) ecological validity. Driving simulation represent a cross-cutting topic in scientific literature on driving, and there are several evidences for considering it as a valid alternative to neuropsychological and on-road testing. Further research efforts could be aimed at establishing a consensus statement for protocols assessing fitness to drive, in order to a) use standardized systems, b) compare systematically driving simulators with regard to their validity and fidelity, and c) employ shared criteria for conducting studies in a given sub-topic. (shrink)

A system of description, identification and classification of factors determining driving style is proposed in the article; stable and variable factors determining driving style are studied. Driving style is analyzed within the framework of structural approach. The variable factor are: specifications and technical condition of the vehicle, class of the car, its prestige, training of the driver, social regulators, features of the road environment, psychophysiological condition of the driver. The stable factors are: individual-typological properties, the level of suitability for driver”s (...) activities, personal features of a driver and sources of activity. Five main characteristics of driving style are selected and presented: safety-risk, confidence with parking, relation to the means of security; planning-impulsivity; driving culture. There are results of empirical research directed on discovery of relationship between styles of driving activities as one characteristic of driving style, emotions typical for driver while driving and accidents. Increase of safety as a result of planning style of activities is shown. The paper offers direction of work for optimizing driving style: the formation of compensating planning style of activities, psychotherapeutic work, modeling training, psychological selection, training and education work in driving schools. (shrink)

This chapter elucidates the important Fichtean concept of drive by examining how it is put to use in the Jena Wissenschaftslehre to account for the I’s positing of an object in general, its comprehension of nature as purposive, and its consciousness of its own pure nature. In the Foundation of the Entire Wissenschaftslehre, the nature of drive is first clarified as the form the I necessarily takes in and for itself inasmuch as it strives. Further configurations of the (...) determination are used to explain the operation of the laws by which the I determines external objects, their changes, and the harmony or disharmony of their changes with the moral law. In the System of Ethics, the concept is further employed to provide a transcendental account of nature’s purposiveness. By the account, the I is compelled by the need to comprehend its own nature as a drive that constitutes an organized whole to posit to a drive to form parts of itself into such wholes in the rest of nature. Also, when the I refers natural objects to the original drive, it posits final purposes for the objects. In the popular lectures, the concept is employed as an anthropological and psychological concept to explain features that accrue to human beings on account of their rationality, such as their social, aesthetic, intellectual and moral nature. (shrink)

Especially during the brief post-revolutionary period before the rise of Stalinism, certain thinkers in the Soviet milieu offered some attention-worthy reflections regarding Freud’s body of work. In particular, Luria and Vygotsky put forward thoughtful Marxism-informed assessments of the metapsychology and methodology of psychoanalysis. And strong cross-resonances are audible between these Soviet thinkers’ reflections and the early stages of Western Marxism’s rapprochement with Freud, starting in texts by Reich and Fenichel and continuing with the Frankfurt School, of whose members Marcuse arguably (...) furnishes the most sophisticated and sustained engagement with analysis. In this essay, I argue that Luria, Vygotsky, Reich, Fenichel, and Marcuse share in common a fundamentally correct insight according to which the theory of drive (Trieb) is a load-bearing pillar for any psychoanalytic Marxism. Moreover, not only is the Freudian metapsychological concept of drive applicable to and productive of Marxism and its form(s) of materialism—echoing Lacan’s claim that Marx invented the symptom, I contend, here and elsewhere, that Marx’s mature critique of political economy already anticipates the later analytic idea of Trieb. In fact, I would go so far as to credit Marx with (also) being the inventor of the analytic drive (albeit avant la lettre). (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)

: 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)

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)

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)

In 2017, the German ethics commission for automated and connected driving released 20 ethical guidelines for autonomous vehicles. It is now up to the research and industrial sectors to enhance the development of autonomous vehicles based on such guidelines. In the current state of the art, we find studies on how ethical theories can be integrated. To the best of the authors’ knowledge, no framework for motion planning has yet been published which allows for the true implementation of any practical (...) ethical policies. This paper makes four contributions: Firstly, we briefly present the state of the art based on recent works concerning unavoidable accidents of autonomous vehicles (AVs) and identify further need for research. While most of the research focuses on decision strategies in moral dilemmas or crash optimization, we aim to develop an ethical trajectory planning for all situations on public roads. Secondly, we discuss several ethical theories and argue for the adoption of the theory “ethics of risk.” Thirdly, we propose a new framework for trajectory planning, with uncertainties and an assessment of risks. In this framework, we transform ethical specifications into mathematical equations and thus create the basis for the programming of an ethical trajectory. We present a risk cost function for trajectory planning that considers minimization of the overall risk, priority for the worst-off and equal treatment of people. Finally, we build a connection between the widely discussed trolley problem and our proposed framework. (shrink)

1. Traditional conservation biology has focused on two goals: preserving and protecting biodiversity and ecosystem integrity (e.g., Noss, 2001; Soulé, 1985). When species go extinct, this reduces b...

This paper discusses the ethical implications of perverse incentives with regard to autonomous driving. We define perverse incentives as a feature of an action, technology, or social policy that invites behavior which negates the primary goal of the actors initiating the action, introducing a certain technology, or implementing a social policy. As a special form of means-end-irrationality, perverse incentives are to be avoided from a prudential standpoint, as they prove to be directly self-defeating: They are not just a form of (...) unintended side effect that must be balanced against the main goal or value to be realized by an action, technology, or policy. Instead, they directly cause the primary goals of the actors—i.e., the goals that they ultimately pursue with the action, technology, or policy—to be “worse achieved”. In this paper, we elaborate on this definition and distinguish three ideal-typical phases of adverse incentives, where only in the last one the threshold for a perverse incentive is crossed. In addition, we discuss different possible relevant actors and their goals in implementing autonomous vehicles. We conclude that even if some actors do not pursue traffic safety as their primary goal, as part of a responsibility network they incur the responsibility to act on the common primary goal of the network, which we argue to be traffic safety. (shrink)

Drive en Mille Sons (Drifting in a Thousand Sounds)is a musical work that uses mobile media technology to artistically examine the relationship between music and the listener. Contemporary media technologies, be they at work, home or in your pocket, emphasize playback. These devices are designed to facilitate the storage and retrieval of pre-made media assets. This work leverages the processing capabilities that rest dormant within these technologies. Drawing from the writings of Guy Debord and the situationist/surrealist practice of the (...) drive, drifting becomes a metaphor for instrumental performance in which the openness and emergence of interactivity is articulated through sound, as music. (shrink)

The neuropsychoanalytic approach solves important aspects of how to use our understanding of the brain to treat patients. We describe the neurobiology underlying motivation for healthy behaviors and psychopathology. We have updated Freud’s original concepts of drive and instinct using neuropsychoanalysis in a way that conserves his insights while adding information that is of use in clinical treatment. Drive (Trieb) is a pressure to act on an internal stimulus. It has a motivational energic source, an aim, an object, (...) and is terminated by the satisfaction of a surge of serotonin. An instinct (Instinkt) is an inherited pattern of behavior that varies little from species to species. Drives are created by internal/ventral brain factors. Instincts require input from the outside that arrive through dorsal brain structures. In our model unpleasure is the experience of unsatisfied drives while pleasure if fueled by a propitious human environment. Motivational concepts can be used guide clinical work. Sometimes what had previously described psychoanalytically as, “Internal conflict,” can be characterized neurobiologically as conflicts between different motivational systems. These motivational systems inform treatment of anxiety and depression, addiction in general and specific problems of opioid use disorder. Our description of motivation in addictive illness shows that the term, “reward system,” is incorrect, eliminating a source of stigmatizing addiction by suggesting that it is hedonistic. Understanding that motivational systems that have both psychological and brain correlates can be a basis for treating various disorders. Over many papers the authors have described the biology of drives, instincts, unpleasure and pleasure. We will start with a summary of our work, then show its clinical application. (shrink)

Learning to drive is a significant event for the transition to adulthood and delay or avoidance may have social, practical, and psychological implications. For those with Developmental Coordination Disorder, driving presents a considerable challenge, and the literature shows that there are differences in driving ability between individuals with and without DCD. The aim of the current research is to further our understanding of the mechanisms underlying the driving experiences of individuals with DCD. Nineteen participants with DCD and 36 controls (...) aged 18–57 years took part in this study. Participants completed standardized tests, questionnaires and a driving simulation task designed to measure speed, road positioning, and rate of change of steering in three conditions with increasing perceptual complexity. Results indicate that behaviors for all participants changed as the perceptual demands of the task increased. However, drivers with DCD were more affected than all other groups, driving more slowly, and driving further to the right. These findings illustrate how the impact of both internal and external constraints negatively affect the success of the driving task for individuals with DCD compared to their TD peers. (shrink)

The aim of this chapter is to identify the most representative measures of subjective and objective mental workload in driving, and to understand how the subjective and objective levels of mental workload influence the performance as a function of situation complexity and driving experience, i.e. to verify whether the increase of situation complexity and the lack of experience increase the subjective and physiological levels of mental workload and lead to driving performance impairments. This chapter will be useful to carry out (...) an experimental study and to improve the driver training. In the first part, we will broach the theoretical approach with two factors of mental workload and performance, i.e. situation complexity and driving experience. Indeed, a low complex situation (e.g., highways), or conversely a high complex situation (e.g., town) can provoke an overload. Additionally, performing the driving tasks implies producing a high effort for novice drivers who have not totally automated the driving activity. In the second part, we will focus on subjective measures of mental workload. A comparison of questionnaires usually used in driving will allow identifying the most appropriate ones as a function of different criteria. Moreover, we will review the empirical studies to verify if the subjective level of mental workload is high in simple and very complex situations, especially for novice drivers compared to the experienced ones. In the third part, we will focus on physiological measures. A comparison of physiological indicators will be realized in order to identify the most correlated to mental workload. An empirical review will also take the effect of situation complexity and experience on these physiological indicators into consideration. Finally, a more nuanced comparison between subjective and physiological measures will be established from the impact on situation complexity and experience. (shrink)

This paper discusses the ethical implications of perverse incentives with regard to autonomous driving. We define perverse incentives as a feature of an action, technology, or social policy that invites behavior which negates the primary goal of the actors initiating the action, introducing a certain technology, or implementing a social policy. As a special form of means-end-irrationality, perverse incentives are to be avoided from a prudential standpoint, as they prove to be directly self-defeating: They are not just a form of (...) unintended side effect that must be balanced against the main goal or value to be realized by an action, technology, or policy. Instead, they directly cause the primary goals of the actors—i.e., the goals that they ultimately pursue with the action, technology, or policy—to be “worse achieved”. In this paper, we elaborate on this definition and distinguish three ideal-typical phases of adverse incentives, where only in the last one the threshold for a perverse incentive is crossed. In addition, we discuss different possible relevant actors and their goals in implementing autonomous vehicles. We conclude that even if some actors do not pursue traffic safety as their primary goal, as part of a responsibility network they incur the responsibility to act on the common primary goal of the network, which we argue to be traffic safety. (shrink)

Current perspectives on attractiveness-related prosocial biases emphasize the contribution of evolutionarily shaped mating drives. Here, we extend these concepts by highlighting the pivotal role of the hypothalamic peptide oxytocin in augmenting the salience and rewarding value of social stimuli, including the partner's face, thereby fostering social bonding in general and the stability of monogamous pair bonds and offspring care in particular.

This article argues that de Certeau’s understanding of walking as the archetypal transhuman practice of making the city habitable cannot hold in a post-human world. By concentrating on the practices of driving, I argue that other experiences of the city can have an equal validity. In other words, de Certeau’s work on everyday life in the city needs to be reworked in order to take into account the rise of automobility. The bulk of this article is devoted to exploring how (...) that goal might be achieved, concentrating in particular on how new knowledge like software and ergonomics has become responsible for a large-scale spatial reordering of the city which presages an important change in what counts as making the city habitable. (shrink)

In the essay ‘To Speculate – On “Freud’”, which is published in The Postcards: From Socrates to Freud and Beyond (1980) and draws upon the last part of his unedited lecture course on La Vie la mort (taught in 1975), Jacques Derrida engages a close reading of Sigmund Freud's Beyond the Pleasure Principle. This article focuses on the deconstruction of the Freudian concept of drive (Trieb) that Derrida unfolds across his reading. It traces the analysis of the movement of (...) autotelicity (auto-télie) that, according to Derrida, underpins the drive's relation to itself, and argues that the French philosopher interprets a specific drive evoked (but not thematized) by Freud, the drive to power (Bemächtigungstrieb), as the figure of the deconstruction of that autotelicity. Furthermore, the article suggests that the implications of this argument extend beyond Derrida's early reading of Freud, since they cast a new light on the argument for replacing the concept of sovereignty with that of the drive to power, which Derrida elaborates in his late political analyses. (shrink)

Over the last 102 years, a lot of discussion was being held about the psychoanalytic conception of the “death drive,” but still with inconclusive results. In this paper, we start with a brief review of Freud’s conception, followed by a comprised overview of its subsequent support or criticisms. The core of our argument is a systematic review of current biochemical research about two proposed manifestations of the “death drive,” which could hopefully move the discussion to the realm of (...) science. It was already established that drive satisfaction leads to the secretion of beta-endorphins, and research evidence also shows that the same biochemical mechanisms get activated in the case of masochism and the gambling disorder but only if they are preceded by chronic frustration of the essential drives. We conclude that the actual situation is more complex than Freud hypothesized, and that a fundamental revision of the psychoanalytic drive theory is necessary. (shrink)

This paper analyses the role of external pressures, internal motivations and their interplay, with the intention of identifying whether they drive substantive or instead symbolic implementation of ISO 14001. The context is one of economic crisis. We focus on Greece, where the economic crisis has weakened the country’s institutional environment, and analyse qualitatively new interview data from 45 ISO 14001 certified firms. Our findings show that weak external pressures can lead to a symbolic implementation of ISO 14001, as firms (...) can defend their legitimacy without incurring the costs of internalization in the local market; weak external pressures can lead to substantive implementation of ISO 14001 when firms have strong internal motivations seeking to strategically differentiate from competitors in international markets. Firms internalize ISO 14001 so as to restore their legitimacy and reputation in foreign markets and stimulate their competitiveness; and strong internal motivations pave the way for companies to stimulate their competitiveness by enhancing their efficiency, as some companies might strengthen their position in the local market by implementing ISO 14001 substantively. The contribution of this paper to the literature on ISO 14001 internalization lies in refining existing theory on the importance of internal motivations for the substantive implementation of ISO 14001 in the context of economic crisis. In addition, this paper extends current theory by challenging studies that dismiss the importance of external pressures. We argue that the intensity of external pressures influences the internalization of ISO 14001, but propose that this relationship might not be linear. (shrink)

Straw burning is one of the important causes of environmental pollution in rural China. As an important green production technology, straw returning is beneficial to the improvement of rural environment and the sustainable development of agriculture. Based on the improved planned behavior theory, taking the survey data of 788 farmers in Shandong, Henan, Hubei, and Hunan provinces as samples, this paper uses a multi-group structural equation model to explore the driving mechanism of subjective cognition on the adoption behavior of farmers’ (...) straw returning technology. The results show that behavioral attitude, subjective norm, and perceived behavioral control, which represent subjective cognition, all have significant driving effects on farmers’ intention to adopt straw returning technology. Behavioral intention plays a mediating role in the process of subjective cognition driving farmers’ adoption behavior of straw returning technology. Government support has a moderating role in the path from farmers’ behavioral intention to behavioral response. The subjective cognition of different types of farmers has a significant driving effect on the adoption intention of straw returning technology, but the driving strength weakens with the increase of the degree of farmers’ concurrent occupation. This study provides guidance for improving the government’s straw returning policy and regulating straw returning behavior. (shrink)

This article takes up the processual account of drive and its derivations in relation to desire and emotion with an aim to explore the continuity of feeling from internal drive to value in the world. A mental state or act of cognition begins with an impulse and the category of instinctual drive. Drive partitions to desire, which is shaped by value. The combined concept/feeling can remain internal as emotion or distribute into action in vocalization or display. (...) The transition in the mental state from drive through desire is constrained by intrinsic value, which accompanies the object outward as extrinsic value. The partly intrapersonal nature of action prevents feeling from externalizing. Feeling drives concepts to completion. Concepts propelled by feeling undergo specification to images and/or objects. The feeling in the action gives intensity to emotion; the concept in the perception gives the quality of emotion. Feeling empowers concepts to finality, as emotions, ideas, or act/objects. In the animal mind, feeling empowers drive categories. In the human mind, feeling distributes as emotion into a diversity of ideas. Feeling unfelt in lower organisms is felt in a human mind according to the degree of individuation. (shrink)

What drives managerial perks? The commonly accepted view of perks suggests that they are a misuse of firm resources for managers’ private benefit, and thus perk consumption is unethical. However, an alternative view argues that perks can motivate managers to work hard and thus add to the value of the firm : from this perspective, perk consumption is an ethical form of behavior. The fundamental difference between the two positions has critical implications for practice, and this article tests these competing (...) views to determine the circumstances in which one view dominates the other. Using hand-collected data on perks in Chinese-listed companies, we find strong empirical support for the incentive view, which is more likely to be held in firms with moderate ownership concentration. This article not only contributes to the literature on business ethics, but also has critical implications for managerial incentive practices in emerging economies. (shrink)

In this contribution to the philosophical debate over distracted driving, I defend the idea that talking on the cell phone while driving is an activity that ought neither to be regulated by public policy means nor addressed by means of automotive safety design features, such as the augmented-reality windshield. I arrive at this conclusion through taking a phenomenologically-influenced look at what an average driver pays attention to during the act of driving an automobile. More specifically, I suggest that if driving (...) while “celling” is taken to involve a single act of attention within a single experience, or taken to involve a “weak” form of multi-attention, a way opens up to see driving while “celling” as being “good” driving. (shrink)

Affect mirroring allows infants to distinguish emotional and intentional states of significant others, which – in the pursuit of their own drive satisfaction, including satisfaction of the affiliative drive – become important contextual stimuli predictive of reward. Learning to perceive and manipulate others' attitudes toward oneself in pursuit of affiliative reward may be an important step in social development that is impaired in autism.

Social media advertisement is a growing phenomenon designed to reach and engage customers. However, despite their continued adoption, less remains known regarding the effectiveness of social media ads to co-create brand value. In response to this gap, this study aims to deepen the theoretical understanding of consumer value co-creation through social media advertising value. The data were collected using purposive sampling from 286 experienced social-media users, and the model was tested using partial least square -based structural equation modeling. The results (...) indicate that entertainment, aesthetic appeal, interactivity, and trendiness significantly affect the adverting value of social media ads. In turn, ad value affects consumers’ intention for value co-creation. Consequently, our findings suggest the importance of social media advertising value where marketers may enhance consumer-brand engagement by incorporating interesting content, which may encourage the customer’s interaction with the social media ads and strengthen value co-creation behavior. The results further contribute to nascent marketing literature by demonstrating that value co-creation acts as an antecedent to generating positive electronic word-of-mouth on social media platforms to drive consumers’ online brand purchase intention. (shrink)

Quite remarkably, Friedrich Wilhelm Joseph Schelling uses the notion of “drive” in analysing important cognitive achievements: An important instance of this attitude can be found in his characterizing Kant as a philosopher who operates in the basis of instincts. His key argument in adopting “drives” as key to the cognitive faculties of humans derives from the conviction that cognitive endeavours need to be open and directed towards grasping reality not in individual items, but as a totality. He arrives, in (...) employing these terms, at an understanding of science, and of cognition in general, as an open, future-directed, and dynamic process. This chapter presents an overview of Schelling’s usage of “drive”-related terms, discusses his rather detailed description of the mechanics of drives within the structure of human faculties, and draws some conclusions as to Schelling’s understanding of “science” and the dynamics of science. (shrink)

Karl Leonhard Reinhold’s and Friedrich Schiller’s conception of drive can be interpreted as a systematic response to an ambivalence in Kant’s conception of drive and driving force, which he associates with heteronomy and autonomy. Reinhold distinguishes between a selfish and an unselfish drive. In doing so, he revaluates the drive as something that is compatible with our freedom of the will. Both drives are the vital basis of our free decision and therefore united. Schiller distinguishes between (...) three kinds of drive. The object of the form-drive is the Gestalt of the world, its intelligible structure and necessity, whereas the object of the material drive is the human life and its sensual reality. In opposition to Reinhold, Schiller introduces a third drive that he calls the “play drive”. However, it is not an instance additional to the material and form-drive, but rather designates the harmony of both drives. (shrink)

By introducing 'drives' into a Sartrean framework, 'being-in-itself' is interpreted as 'Nature as such', wherein instincts dominate. Being-for-itself, on the contrary, has an ontological nature diametrically opposed to this former – indeed, in the latter realm, through a fundamental process of 'nihilation' (Sartre's 'freedom') consciousness perpetually flees itself by transcending towards the world. However, a kernel of (our) nihilated Nature is left at the heart of this process, in the form of 'original facticity' that we here name drives. Drives are (...) the original feelings and urges of a freed Nature that simply are there; they are the fundamental forces that consciousness qua freedom always has to deal with. Drives, in addition, can be nihilated in their own turn, onto a reflective, irreal plane, whereby they take the form of value . This means Sartre's notion of ontological desire is always made up of two necessary components: drives and value. (shrink)

This paper proposes that autonomous vehicles should be designed to reduce light pollution. In support of this specific proposal, a moral assessment of autonomous vehicles more comprehensive than the dilemmatic life-and-death questions of trolley problem-style situations is presented. The paper therefore consists of two interrelated arguments. The first is that autonomous vehicles are currently still a technology in development, and not one that has acquired its definitive shape, meaning the design of both the vehicles and the surrounding infrastructure is open-ended. (...) Design for values is utilized to articulate a path forward, by which engineering ethics should strive to incorporate values into a technology during its development phase. Second, it is argued that nighttime lighting—a critical supporting infrastructure—should be a prima facie consideration for autonomous vehicles during their development phase. It is shown that a reduction in light pollution, and more boldly a better balance of lighting and darkness, can be achieved via the design of future autonomous vehicles. Two case studies are examined through which autonomous vehicles may be designed for “driving in the dark.” Nighttime lighting issues are thus inserted into a broader ethics of autonomous vehicles, while simultaneously introducing questions of autonomous vehicles into debates about light pollution. (shrink)

The paper represents an empirical study of public attitudes towards moral bioenhancement. Moral bioenhancement implies the improvement of moral dispositions, i.e. an increase in the moral value of the actions or character of a moral agent. The views of bioethicists and scientists on this topic are present in the ongoing debate, but not the view of the public in general. In order to bridge the gap between the philosophical debate and the view of the public, we have examined attitudes towards (...) moral bioenhancement. The participants were people from Serbia older than 15, who voluntarily completed an online questionnaire. The questionnaire consisted of a brief introduction to moral bioenhancement, seven general questions, 25 statements about participants’ attitudes towards moral bioenhancement, and five examples of moral dilemmas. The questionnaire also included questions which were used to reveal their preference of either deontology, or utilitarianism. Participants were asked to what degree they agree or disagree with the statements. The results showed that the means used to achieve moral enhancement, the level of education, and preference for deontology or utilitarianism do have an impact on public attitudes. Using exploratory factor analysis, we isolated four factors that appear to drive the respondents' attitudes toward moral bioenhancement, we named: general—closeness, fear of change, security, and voluntariness. Each factor in relationship to other variables offers new insights that can inform policies and give us a deeper understanding of the public attitudes. We argue that looking into different facets of attitudes towards moral bioenhancement improves the debate, and expands it. (shrink)

Part II of Fichte’s System of Ethics is titled “Deduction of the Reality and Applicability of the Moral Law.” In this chapter, I argue that what motivates Fichte’s new deduction is a concern to avoid what he calls “empty formula philosophy,” that is, a philosophy which fails to explain how willing an object is possible. Fichte sets out to avoid this shortcoming by offering a complex theory of the drives, focusing first on what he calls our “lower capacity of desire.” (...) I argue that the key to understanding this section of the System of Ethics lies in Fichte's attempt to derive the character of our “natural drive” (Naturtrieb) from how we represent the system of “nature“ (Natur) as a whole. At the centre of this derivation we find Fichte drawing upon an organicist model of nature, according to which all the parts of natural systems reciprocally interact for the sake of the whole, and vice versa. While largely overlooked by scholars, I contend that this organicist model gives Fichte the resources to present an original theory of desire as an activity of “forming and being formed” by natural objects, in a way that foreshadows what he later calls our “ethical drive” (sittlicher Trieb) to unite with others, both cooperatively and reciprocally, in rational community. (shrink)

This study aims to map out the relationships that make up green innovation initiatives in Brazilian industry. The sample comprised 100 managers at manufacturing companies, most of them operating in the business of farm machinery and equipment and steel structures. To develop this study, Medeiros et al. study, mapping critical factors that drive the success of green product innovation and the paradigm of complexity, was used as a reference study. Based on the results, it was possible to identify that (...) the operational dynamic of the factors and variables that affect market success do not happen in an isolated or fragmented way; they occur systematically with different contingencies and structured basic and intermediate skills in order to meet the expectations of consumers, laws, and environmental legislation. Initially, the technological expertise factor was noted as very important for sustaining green product innovation. Furthermore, since proactive leaders are an important factor for successfully developing environmentally sustainable products, it must be added to technological expertise as the foundation for developing green innovation. After defining the basis for green product innovation, the intermediary conditions necessary for using the available technology appropriately were mapped out. In this sense, variables such as “elimination of cultural barriers,” “capacity for critical reflective analysis,” and “experimentation” are also very important. In addition, some of the variables of the cross-functional collaboration and market knowledge factors were a part of the structure that organizations need to transform potential into developing green products, which is the basis for the third level of the model. The fourth level of the model has the “meeting consumer expectations” and “following law and legislation” factors, which make up the main goals for developing environmentally sustainable products according to a number of surveys that were conducted. (shrink)

This work considers the future of driving in terms of both its short- and long-term horizons. It conjectures that human-controlled driving will follow in the footsteps of a wide swath of other, now either residual or abandoned human occupations. Pursuits that have preceded it into oblivion. In this way, driving will dwindle down into only a few niche locales wherein enthusiasts will still persist, much in the way that steam train hobbyists now continue their own aspirational inclinations. Of course, the (...) value of any such prognostication is in direct proportion to the degree that information is conveyed, and prospective uncertainty reduced. In more colloquial terms: the devil is in the details of these coming transitions. It is anticipated that we will see a progressive transformation of the composition of on-road traffic that will be registered most immediately in the realm of professional transportation in which the imperative for optimization exceeds that in virtually all other user segments. The transition from manual control to full automation will be more punctate than gradualist in is evolutionary development. As performance optimization slowly exhausts the commercial sector, it will progressively transition more into the discretionary realm by dint of simple technology transfer alone. The hedonic dimension of everyday driving will be dispersed and pursued by progressively fewer individuals. The traveling window of generational expectation will soon mean that human driving will be largely ‘forgotten,’ as each sequential generation matures without this, still presently common, experience. Indications of this stage of progress are beginning to... (shrink)

Prima facie, the concept of “drive” is not central or even relevant to the project of the Critique of the Power of Judgment. Other than one might expect, Kant, especially in the teleology, is not engaging with this concept and its cognates in great detail. On the other hand, the concept of “drive” is pivotal in his philosophy of history and culture as spelled out in the “Doctrine of Method” of the third Critique. For it is nature that (...) drives human nature to civilize, socialize, culturize, moralize and finally federalize. The chapter retraces this view in the third Critique on the backdrop of the “minor” writings on philosophy of history and related matters. The focus is on the question of whether Kant attributes to nature the function of the driving force of the development of the human mind as such and human culture and history in particular. (shrink)

ABSTRACT In response to criticisms advanced by Christopher Janaway and Robert Pippin, I offer a rudimentary account of Nietzsche's “drives.” They are not mysterious: they stand for the different sets of motives, often in conflict, with which we are all faced. The strongest among them speak with the voice of the subject and try to get the rest to follow their lead. Such “subjugation,” whether within one or between different persons, often results not in the other's destruction but in its (...) improvement. Moreover, no drives are immune to change. Nietzsche likens their unification, which results in one's becoming an “individual,” to the unity of works of art. Aesthetic values being essentially social, unification depends not just on its agent but also on its reception by an audience. I end by arguing that “the eternal recurrence” forbids our imagining that our life could ever have been different in any significant respect. (shrink)

This paper tries to characterize the factors determining human relations with its environment and to identify the drives of those behavioral patterns and “praxis”. One scrutinizes the physiological and psychological factors that influence those drives, and tries to determine ways of overriding instinctive drives in favor of rational, sustainable ones. It focuses its attention on the way the different ecosystemic, economic and socio-cultural systems work, and pin-points the critical issues in view of the development of sustainable behavioral patterns. Also the (...) values that must build the new behavioral paradigm, as well as the ways to ensure the evolutionary quantum-leap necessary to ensure this sustainable condition, and the fulfilment, at every level, the different needs of humans and human societies, are analyzed. In conclusion, it stresses the fact that any reliable and long lasting change towards a sustainable behavior must start at the individual and the close social groups levels, and of the development of new factors of self-fulfillment and gratification, able to support and foster that change. The proposed epistemological approach is particularly innovative, precisely because of this emphasis on the individual drives and the way they determine the global patterns of environmental use, as well as the way they can evolve into a more rational character. In short, the paper focuses itself in the way man can evolve from its natural animal instincts and drives toward more rational ones, humanizing its behavior and turning, therefore, into an able actor of the process of sustainability building. (shrink)