How should automated vehicles react in emergency circumstances? Most research projects and scientific literature deal with this question from a moral perspective. In particular, it is customary to treat emergencies involving AVs as instances of moral dilemmas and to use the trolley problem as a framework to address such alleged dilemmas. Some critics have pointed out some shortcomings of this strategy and have urged to focus on mundane traffic situations instead of trolley cases involving AVs. Besides, these authors (...) rightly point out the political nature of the most interesting debates involving AVs. However, in our view, they do not offer an adequate account of the distinction between ethics and politics and still see their proposals as contributions to the ethics of AVs. We argue that many of the interesting questions about how AVs should behave, both in emergency and other situations, are of political, and not moral, nature. This view is based on a conception of politics and political normativity that we have developed elsewhere and that we call “political minimalism.” Additionally, we show that this proposed perspective has significant consequences for the design, management, and regulation of transport systems. (shrink)

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

Are automated vehicles really safer than manually driven vehicles? If so, how would we know? Answering this question has spurred a contentious debate. Unfortunately, several issues make answering this question difficult for the foreseeable future. First, how do we measure safety? Second, how can we keep track of automated vehicle safety? Finally, how do we determine what is or what is not an AV? Until these questions are addressed, it will continue to be difficult to determine (...) whether or when AVs might really be safer than manually driven vehicles. (shrink)

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

We address the considerations of the European Commission Expert Group on the ethics of connected and automated vehicles regarding data provision in the event of collisions. While human drivers’ appropriate post-collision behavior is clearly defined, regulations for automated driving do not provide for collision detection. We agree it is important to systematically incorporate citizens’ intuitions into the discourse on the ethics of automated vehicles. Therefore, we investigate whether people expect automated vehicles to behave (...) like humans after an accident, even if this behavior does not directly affect the consequences of the accident. We find that appropriate post-collision behavior substantially influences people’s evaluation of the underlying crash scenario. Moreover, people clearly think that automated vehicles can and should record the accident, stop at the site, and call the police. They are even willing to pay for technological features that enable post-collision behavior. Our study might begin a research program on post-collision behavior, enriching the empirically informed study of automated driving ethics that so far exclusively focuses on pre-collision behavior. (shrink)

In this paper, we explore and describe what is needed to allow connected and automated vehicles to break traffic rules in order to minimise road safety risk and to operate with appropriate transparency. Reviewing current traffic rules with particular reference to two driving situations, we illustrate why current traffic rules are not suitable for CAVs and why making new traffic rules specifically for CAVs would be inappropriate. In defining an alternative approach to achieving safe CAV driving behaviours, we (...) describe the use of ethical goal functions as part of hybrid AI systems, suggesting that functions should be defined by governmental bodies with input from citizens and stakeholders. Ethical goal functions for CAVs would enable developers to optimise driving behaviours for safety under conditions of uncertainty whilst allowing for differentiation of products according to brand values. Such functions can differ between regions according to preferences for safety behaviours within that region and can be updated over time, responding to continual socio-technological feedback loops. We conclude that defining ethical goal functions is an urgent and necessary step from governmental bodies to enable the safe and transparent operation of CAVs and accelerate the reduction in road casualties they promise to achieve. (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)

This book reports on theoretical and practical analyses of the ethical challenges connected to driving automation. It also aims at discussing issues that have arisen from the European Commission 2020 report “Ethics of Connected and Automated Vehicles. Recommendations on Road Safety, Privacy, Fairness, Explainability and Responsibility”. Gathering contributions by philosophers, social scientists, mechanical engineers, and UI designers, the book discusses key ethical concerns relating to responsibility and personal autonomy, privacy, safety, and cybersecurity, as well as explainability and human-machine (...) interaction. On the one hand, it examines these issues from a theoretical, normative point of view. On the other hand, it proposes practical strategies to face the most urgent ethical problems, showing how the integration of ethics and technology can be achieved through design practices. All in all, this book fosters a multidisciplinary approach where philosophy, ethics, and engineering are integrated, rather than just juxtaposed. It is meant to inform and inspire an audience of philosophers of technology, ethicists, engineers, developers, manufacturers, and regulators, among other interested readers. (shrink)

In recent years, philosophical examinations of automated vehicles have progressed far beyond initial concerns over the ethical decisions that pertain to programming in the event of a crash. In turn, this paper moves in that direction, focusing on the motivations behind efforts to implement driverless vehicles into urban settings. The author argues that the many perceived benefits of these technologies yield a received view of automated vehicles. This position holds that driverless vehicles can solve (...) most if not all urban mobility issues. However, the problem with such an outlook is that it lends itself to transportation planning for automated vehicles, rather than using them as part of planning efforts that could serve urban mobility. Due to this condition, present efforts aimed at improving transportation systems should resist dogmatic thinking. Instead, they should focus on goals that keep topics such a human flourishing, sustainability, and transportation justice firmly in view. (shrink)

In response to the many social impacts of automated mobility, in September 2020 the European Commission published Ethics of Connected and Automated Vehicles, a report in which recommendations on road safety, privacy, fairness, explainability, and responsibility are drawn from a set of eight overarching principles. This paper presents the results of an interdisciplinary research where philosophers and engineers joined efforts to operationalize the guidelines advanced in the report. To this aim, we endorse a function-based working approach to (...) support the implementation of values and recommendations into the design of automated vehicle technologies. Based on this, we develop methodological tools to tackle issues related to personal autonomy, explainability, and privacy as domains that most urgently require fine-grained guidance due to the associated ethical risks. Even though each tool still requires further inquiry, we believe that our work might already prove the productivity of the function-based approach and foster its adoption in the CAV scientific community. (shrink)

Automated Vehicles (AVs) are designed and programmed to follow traffic rules. However, there is no separate and comprehensive regulatory framework dedicated to AVs. The current Queensland traffic rules were designed for humans. These rules often contain open texture expressions, exceptions, and potential conflicts (conflict arises when exceptions cannot be handled in rules), which makes it hard for AVs to follow. This paper presents an automatic compliance checking framework to assess AVs behaviour against current traffic rules by addressing these (...) issues. Specifically, it proposes a framework to determine which traffic rules and open texture expressions need some additional interpretation. Essentially this enables AVs to have a suitable and executable formalization of the traffic rules. Defeasible Deontic Logic (DDL) is used to formalize traffic rules and reasoning with AV information (behaviour and environment). The representation of rules in DDL helps effectively in handling and resolving exceptions, potential conflicts, and open textures in rules. 40 experiments were conducted on eight realistic traffic scenarios to evaluate the framework. The evaluation was undertaken both quantitatively and qualitatively. The evaluation result shows that the proposed framework is a promising system for checking Automated Vehicle interpretation and compliance with current traffic rules. (shrink)

This paper argues against the view that trolley cases are of little or no relevance to the ethics of automated vehicles. Four arguments for this view are outlined and rejected: the Not Going to Happen Argument, the Moral Difference Argument, the Impossible Deliberation Argument and the Wrong Question Argument. In making clear where these arguments go wrong, a positive account is developed of how trolley cases can inform the ethics of automated vehicles.

Following societal and policy pressures for responsible innovation, innovators are more and more expected to consider the broader socio-ethical context of their work, and more importantly, to integrate such considerations into their daily practices. This may require the involvement of ‘outsiders’ in innovation trajectories, including e.g. societal and governmental actors. However, methods on how to functionally organize such integration in light of responsible innovation have only recently started to emerge. We present an approach to do just that, in which we (...) first develop value profiles of the involved actors, and second, design a workshop setting that allows innovators to develop design requirements in collaboration with representatives of parties that are not usually involved in such innovation design practices. Using a case study in automated vehicle development, we positively demonstrate the possibility and utility of our approach. We stress that in this study we wish to demonstrate the functionality of our developed method, and did not search for scientifically valid outcomes regarding this technical field. (shrink)

Fully automated vehicles (AVs) hold promise toward providing numerous societal benefits including reducing road fatalities. However, we are uncertain about how individuals’ perceptions will influence their ability to accept and adopt AVs. The 28-item Automated Vehicle User Perception Survey (AVUPS) is a visual analog scale that was previously constructed, with established face and content validity, to assess individuals’ perceptions of AVs. In this study, we examined construct validity, via exploratory factor analysis and subsequent Mokken scale analyses. Next, (...) internal consistency was assessed via Cronbach’s alpha (α) and 2-week test–retest reliability was assessed via Spearman’s rho (ρ) and intraclass correlation coefficient (ICC). The Mokken scale analyses resulted in a refined 20-item AVUPS and three Mokken subscales assessing specific domains of adults’ perceptions of AVs: (a)Intention to use; (b)perceived barriers; and (c)well-being. The Mokken scale analysis showed that all item-coefficients of homogeneity (H) exceeded 0.3, indicating that the items reflect a single latent variable. The AVUPS indicated a strong Mokken scale (Hscale= 0.51) with excellent internal consistency (α = 0.95) and test–retest reliability (ρ = 0.76, ICC = 0.95). Similarly, the three Mokken subscales ranged from moderate to strong (rangeHscale= 0.47–0.66) and had excellent internal consistency (range α = 0.84–0.94) and test–retest reliability (range ICC = 0.84–0.93). The AVUPS and three Mokken subscales of AV acceptance were validated in a moderate sample size (N= 312) of adults living in the United States. Two-week test–retest reliability was established using a subset of Amazon Mechanical Turk participants (N= 84). The AVUPS, or any combination of the three subscales, can be used to validly and reliably assess adults’ perceptions before and after being exposed to AVs. The AVUPS can be used to quantify adults’ acceptance of fully AVs. (shrink)

The paper has two goals. The first is presenting the main results of the recent report Ethics of Connected and Automated Vehicles: recommendations on road safety, privacy, fairness, explainability and responsibility written by the Horizon 2020 European Commission Expert Group to advise on specific ethical issues raised by driverless mobility, of which the author of this paper has been member and rapporteur. The second is presenting some broader ethical and philosophical implications of these recommendations, and using these to (...) contribute to the establishment of Ethics of Transportation as an independent branch of applied ethics. The recent debate on the ethics of Connected and Automated Vehicles presents a paradox and an opportunity. The paradox is the presence of a flourishing debate on the ethics of one very specific transportation technology without ethics of transportation being in itself a well-established academic discipline. The opportunity is that now that a spotlight has been switched on the ethical dimensions of CAVs it may be easier to establish a broader debate on ethics of transportation. While the 20 recommendations of the EU report are grouped in three macro-areas: road safety, data ethics, and responsibility, in this paper they will be grouped according to eight philosophical themes: Responsible Innovation, road justice, road safety, freedom, human control, privacy, data fairness, responsibility. These are proposed as the first topics for a new ethics of transportation. (shrink)

Accidents involving autonomous vehicles raise difficult ethical dilemmas and legal issues. It has been argued that self-driving cars should be programmed to kill, that is, they should be equipped with pre-programmed approaches to the choice of what lives to sacrifice when losses are inevitable. Here we shall explore a different approach, namely, giving the user/passenger the task of deciding what ethical approach should be taken by AVs in unavoidable accident scenarios. We thus assume that AVs are equipped with what (...) we call an “Ethical Knob”, a device enabling passengers to ethically customise their AVs, namely, to choose between different settings corresponding to different moral approaches or principles. Accordingly, AVs would be entrusted with implementing users’ ethical choices, while manufacturers/programmers would be tasked with enabling the user’s choice and ensuring implementation by the AV. (shrink)

Following societal and policy pressures for responsible innovation, innovators are more and more expected to consider the broader socio-ethical context of their work, and more importantly, to integrate such considerations into their daily practices. This may require the involvement of ‘outsiders’ in innovation trajectories, including e.g. societal and governmental actors. However, methods on how to functionally organize such integration in light of responsible innovation have only recently started to emerge. We present an approach to do just that, in which we (...) first develop value profiles of the involved actors, and second, design a workshop setting that allows innovators to develop design requirements in collaboration with representatives of parties that are not usually involved in such innovation design practices. Using a case study in automated vehicle development, we positively demonstrate the possibility and utility of our approach. We stress that in this study we wish to demonstrate the functionality of our developed method, and did not search for scientifically valid outcomes regarding this technical field. (shrink)

Automated vehicles (AVs) are expected to operate on public roads, together with non-automated vehicles and other road users such as pedestrians or bicycles. Recent ethical reports and guidelines raise worries that AVs will introduce injustice or reinforce existing social inequalities in road traffic. One major injustice concern in today’s traffic is that different types of road users are exposed differently to risks of corporal harm. In the first part of the paper, we discuss the responsibility of (...) AV developers to address existing injustice concerns regarding risk exposure as well as approaches on how to fulfill the responsibility for a fairer distribution of risk. In contrast to popular approaches on the ethics of risk distribution in unavoidable accident cases, we focus on low and moderate risk situations, referred to as routine driving. For routine driving, the obligation to distribute risks fairly must be discussed in the context of risk-taking and risk-acceptance, balancing safety objectives of occupants and other road users with driving utility. In the second part of the paper, we present a typical architecture for decentralized automated driving which contains a dedicated module for real-time risk estimation and management. We examine how risk estimation modules can be adjusted and parameterized to redress some inequalities. (shrink)

Future automated vehicles of different sizes will share the same space with other road users, e. g., pedestrians. For a safe interaction, successful communication needs to be ensured, in particular, with vulnerable road users, such as pedestrians. Two possible communication means exist for AVs: vehicle kinematics for implicit communication and external human-machine interfaces for explicit communication. However, the exact interplay is not sufficiently studied yet for pedestrians' interactions with AVs. Additionally, very few other studies focused on the interplay (...) of vehicle kinematics and eHMI for pedestrians' interaction with differently sized AVs, although the precise coordination is decisive to support the communication with pedestrians. Therefore, this study focused on how the interplay of vehicle kinematics and eHMI affects pedestrians' willingness to cross, trust and perceived safety for the interaction with two differently sized AVs. In this experimental online study, the participants interacted with the AVs in a shared space. Both AVs were equipped with a 360° LED light-band eHMI attached to the outer vehicle body. Three eHMI statuses were displayed. The vehicle kinematics were varied at two levels. Moreover, “non-matching” conditions were included for both AVs in which the dynamic eHMI falsely communicated a yielding intent although the vehicle did not yield. Overall, results showed that pedestrians' willingness to cross was significantly higher for the smaller AV compared to the larger AV. Regarding the interplay of vehicle kinematics and eHMI, results indicated that a dynamic eHMI increased pedestrians' perceived safety when the vehicle yielded. When the vehicle did not yield, pedestrians' perceived safety still increased for the dynamic eHMI compared to the static eHMI and no eHMI. The findings of this study demonstrated possible negative effects of eHMIs when they did not match the vehicle kinematics. Further implications for a holistic communication strategy for differently sized AVs will be discussed. (shrink)

A human driver and an automated driving system might share control of automated vehicles in the near future. This raises many concerns associated with the assignment of responsibility for negative outcomes caused by them; one is that the human driver might be required to bear the brunt of moral and legal responsibilities. The psychological consequences of responsibility misattribution have not yet been examined. We designed a hypothetical crash similar to Uber’s 2018 fatal crash. We incorporated five legal (...) responsibility attributions. Participants chose their preferred liability attribution and then were randomly assigned into one of the five actual liability attribution conditions. They then responded to a series of questions concerning liability assignment, the crash, and AVs. Slightly more than 50% of participants thought that the human driver should bear full or primary liability. Legal responsibility misattribution negatively influenced these mentioned responses, regardless of overly attributing human or manufacturer liability. Overly attributing human liability had more negative influences. Improper liability attribution might hinder the adoption of AVs. Public opinion should not be ignored in developing a legal framework for AVs. (shrink)

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

Over the past decade, unmanned aerial vehicles (UAVs) have received increasing attention and are being used in the areas of harvesting, videotaping, and the military industry. In this article, the consideration is focused on areas where video recording is required for ground inspections. This paper describes modern communication technologies and systems that enable interaction and data exchange between UAVs and a ground control station (GCS). This article focuses on different architectures of communication systems, establishing the characteristics of each to (...) identify the preferred architecture that does not require a significant consumption of resources and whose data transmission is reliable. A coherent architecture that includes multiple UAVs, wireless sensor networks, cellular networks, GCSs, and satellite network to duplicate communications for enhanced system security has been offered. Some reliability problems have been discussed, the solution of which was suggested to be a backup connection via satellite, i.e., a second connection. This study focused not only on the communication channels but also on the data exchanged between system components, indicating the purpose of their application. Some of the communication problems and shortcomings of various systems, as well as further focus areas and improvement recommendations were discussed. (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 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)

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)

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

The present paper aims at contributing to the ethical debate on the impacts of artificial intelligence (AI) systems on human autonomy. More specifically, it intends to offer a clearer understanding of the design challenges to the effort of aligning driving automation technologies to this ethical value. After introducing the discussion on the ambiguous impacts that AI systems exert on human autonomy, the analysis zooms in on how the problem has been discussed in the literature on connected and automated (...) class='Hi'>vehicles (CAVs). On this basis, it is claimed that the issue has been mainly tackled on a fairly general level, and mostly with reference to the controversial issue of crash-optimization algorithms, so that only limited design insights have been drawn. However, integrating ethical analysis and design practices is critical to pursue the implementation of such an important ethical value into CAV technologies. To this aim, it is argued, a more applied approach targeted at examining the impacts on human autonomy of current CAV functions should also be explored. As an example of the intricacy of this task, the case of automated route planning is discussed in some detail. (shrink)

The present paper aims at contributing to the ethical debate on the impacts of artificial intelligence (AI) systems on human autonomy. More specifically, it intends to offer a clearer understanding of the design challenges to the effort of aligning driving automation technologies to this ethical value. After introducing the discussion on the ambiguous impacts that AI systems exert on human autonomy, the analysis zooms in on how the problem has been discussed in the literature on connected and automated (...) class='Hi'>vehicles (CAVs). On this basis, it is claimed that the issue has been mainly tackled on a fairly general level, and mostly with reference to the controversial issue of crash-optimization algorithms, so that only limited design insights have been drawn. However, integrating ethical analysis and design practices is critical to pursue the implementation of such an important ethical value into CAV technologies. To this aim, it is argued, a more applied approach targeted at examining the impacts on human autonomy of current CAV functions should also be explored. As an example of the intricacy of this task, the case of automated route planning is discussed in some detail. (shrink)

We continuously talk about autonomous technologies. But how can words qualifying technologies be the very same words chosen by Kant to define what is essentially human, i.e. being autonomous? The article focuses on a possible answer by reflecting upon both etymological and philosophical issues, as well as upon the case of autonomous vehicles. Most interestingly, on the one hand, we have the notion of “autonomy”, meaning that there is a “law” that is “self-given”, and, on the other hand, we (...) have the notion of “automation”, meaning that there is something “offhand” that is “self-given”. Yet, we are experiencing a kind of twofold shift: on the one hand, the shift from defining technologies in terms of automation to defining technologies in terms of autonomy and, on the other hand, the shift from defining humans in terms of autonomy to defining humans in terms of automation. From a philosophical perspective, the shift may mean that we are trying to escape precisely from what autonomy founds, i.e. individual responsibility of humans that, in the Western culture, have been defined for millennia as rational and moral decision-makers, even when their decisions have been the toughest. More precisely, the shift may mean that we are using technologies, and in particular emerging algorithmic technologies, as scapegoats that bear responsibility for us by making decisions for us. Moreover, if we consider the kind of emerging algorithmic technologies that increasingly surround us, starting from autonomous vehicles, then we may argue that we also seem to create a kind of technological divine that, by being always with us through its immanent omnipresence, omniscience, omnipotence and inscrutability, can always be our technological scapegoat freeing us from the most unbearable burden of individual responsibility resulting from individual autonomy. (shrink)

Automated vehicles promise much in the way of both economic boons and increased personal safety. For better or worse, the effects of automating personal vehicles will not be felt for some time. In contrast, the effects of automated work vehicles, like semi-trucks, will be felt much sooner—within the next decade. The costs and benefits of automation will not be distributed evenly; while most of us will be positively affected by the lower prices overall, those losing (...) their livelihoods to the automated semi-trucks and other similar work vehicles will be much worse off. This sets up a classic distributive justice problem: how do we balance the harms and benefits of automation? In this paper, the authors recommend work alternatives: policies that the government would enact in order to ensure that each person could live a decent life even if one could not work, especially for reasons like having one’s job automated. After arguing for this position, we propose some policy guidelines. (shrink)

Partially automated vehicle technology is increasingly common on-road. While this technology can provide safety benefits to drivers, it also introduces new concerns about driver attention. In particular, during partially automated driving, drivers are expected to stay vigilant so they can readily respond to important events in their environment. However, using partially automated vehicles on the highway places drivers in monotonous situations and requires them to do very little. This can place the driver in a state of (...) cognitive underload in which they experience a very small amount of cognitive demand. In this situation, drivers can exhibit vigilance decrements which impact their ability to respond to on-road threats. This is of particular concern in situations when the partially automated vehicle fails to respond to a potentially critical situation and leaves all responsibility to safely navigate to the driver. This paper reviews situations that lead to vigilance decrements and characterizes the different methodologies of measuring driver vigilance during PAD, highlighting their advantages and limitations. Based on our reading of the literature, we summarize several factors future research on vigilance decrements in PAD should consider. (shrink)

The automobile is a tool like no other. There is much excitement and enthusiasm for new and emerging transportation tools such as vehicle automation and driver assistance systems. Although there are high hopes for these technologies, there are many unknowns including the extent to which these new transportation tools can realistically and reliably improve driver safety and affect the subjective driving experience. This paper explores these questions in the context of evaluating collision warning systems on the behavior and perceptions of (...) drivers with different amounts of experience and places the results in the greater context of tool use and skilled learning focusing on the adoption and utilization of mental models. (shrink)

The present paper aims at contributing to the ethical debate on the impacts of artificial intelligence (AI) systems on human autonomy. More specifically, it intends to offer a clearer understanding of the design challenges to the effort of aligning driving automation technologies to this ethical value. After introducing the discussion on the ambiguous impacts that AI systems exert on human autonomy, the analysis zooms in on how the problem has been discussed in the literature on connected and automated (...) class='Hi'>vehicles (CAVs). On this basis, it is claimed that the issue has been mainly tackled on a fairly general level, and mostly with reference to the controversial issue of crash-optimization algorithms, so that only limited design insights have been drawn. However, integrating ethical analysis and design practices is critical to pursue the implementation of such an important ethical value into CAV technologies. To this aim, it is argued, a more applied approach targeted at examining the impacts on human autonomy of current CAV functions should also be explored. As an example of the intricacy of this task, the case of automated route planning is discussed in some detail. (shrink)

The urban environment is increasingly engaging with artificial intelligence, a focus on the automation of urban processes, whether it be singular artefacts or city-wide systems. The impact of such technological innovation on the social dynamics of the urban environment is an ever changing and multi-faceted field of research. In this paper, the space and time defined by the autonomous vehicle is used as a window to view the way in which a shift in urban transport dynamics can impact the temporal (...) experience of an individual. Using the finite window of time created by an autonomous vehicle, a theoretical framework is put forward that seeks to show how contrasting narratives exist regarding the experience of the window of time within the autonomous vehicle. By taking a theoretical approach informed by social theory, the dissolution of barriers between separate spheres of life is explored to highlight the increased commodification of time. In focusing on both the space and time created by the autonomous vehicle this approach seeks to highlight how artificial intelligence can provide a contemporary space in the urban environment while also opening a new window of time. The cognitive dissonance observed when comparing the narratives of autonomous vehicle stakeholders and the historical shift in time use leads to a belief that technology makes the user more free in terms of time. With this paper the autonomous vehicle is shown to be an ideal space and time to view the way in which the use of such technology does not increase free-time, but further dissolves the boundaries between what is and what is not work-time. (shrink)

In step with rapid advancements in computer vision, vehicle classification demonstrates a considerable potential to reshape intelligent transportation systems. In the last couple of decades, image processing and pattern recognition-based vehicle classification systems have been used to improve the effectiveness of automated highway toll collection and traffic monitoring systems. However, these methods are trained on limited handcrafted features extracted from small datasets, which do not cater the real-time road traffic conditions. Deep learning-based classification systems have been proposed to incorporate (...) the above-mentioned issues in traditional methods. However, convolutional neural networks require piles of data including noise, weather, and illumination factors to ensure robustness in real-time applications. Moreover, there is no generalized dataset available to validate the efficacy of vehicle classification systems. To overcome these issues, we propose a convolutional neural network-based vehicle classification system to improve robustness of vehicle classification in real-time applications. We present a vehicle dataset comprising of 10,000 images categorized into six-common vehicle classes considering adverse illuminous conditions to achieve robustness in real-time vehicle classification systems. Initially, pretrained AlexNet, GoogleNet, Inception-v3, VGG, and ResNet are fine-tuned on self-constructed vehicle dataset to evaluate their performance in terms of accuracy and convergence. Based on better performance, ResNet architecture is further improved by adding a new classification block in the network. To ensure generalization, we fine-tuned the network on the public VeRi dataset containing 50,000 images, which have been categorized into six vehicle classes. Finally, a comparison study has been carried out between the proposed and existing vehicle classification methods to evaluate the effectiveness of the proposed vehicle classification system. Consequently, our proposed system achieved 99.68%, 99.65%, and 99.56% accuracy, precision, and F1-score on our self-constructed dataset. (shrink)

The aim of this essay is to examine the long-term evolution of the material reproductive vehicles of society. The fairly continuous trend of economic integration and progressive enfranchisement of the world’s people is indicated, ascertainable even with the emergence from general slavery of ancient times, through feudalism to the modern stage of industrialism and widespread national sovereignties. With greater political expression has come higher degrees and penetration of economic prosperity. Both vicious and virtuous tendencies of automation are considered. The (...) necessary foundation of living labor is recognized. (shrink)

The introduction of automated vehicles promises an increase in traffic safety. Prior to its launch proof of the anticipated reduction in the sense of a positive risk balance compared with human driving performance is required from various stakeholders such as the European Union Commission, the German Ethic Commission, and the ISO TR 4804. To meet this requirement and to generate acceptance by the public and the regulatory authorities, a qualitative Risk- Benefit framework has been defined. This framework is (...) based on literature research on approaches applied in other disciplines. This report depicts the framework, adapted from the pharmaceutical sector called PROACT-URL which serves as a structured procedure to demonstrate a positive risk balance in an understandable and transparent manner. The qualitative framework needs to be turned in quantitative methods once it should be applied. Therefore, two steps of the framework are discussed in more detail: First, the definition of adequate development thresholds that are required at an early stage of the development. Second the simulation-based assessment to prove the positive risk balance prior to the market introduction. (shrink)

The use of automation in cars is increasing. In future vehicles, drivers will no longer be in charge of the main driving task and may be allowed to perform a secondary task. However, they might be requested to regain control of the car if a hazardous situation occurs. Performing a secondary task might increase drivers' mental workload and consequently decrease the takeover performance if the workload level exceeds a certain threshold. Knowledge about the driver's mental state might hence be (...) useful for increasing safety in conditionally automated vehicles. Measuring drivers' workload continuously is essential to support the driver and hence limit the number of accidents in takeover situations. This goal can be achieved using machine learning techniques to evaluate and classify the drivers' workload in real-time. To evaluate the usefulness of physiological data as an indicator for workload in conditionally automated driving, three physiological signals from 90 subjects were collected during 25 min of automated driving in a fixed-base simulator. Half of the participants performed a verbal cognitive task to induce mental workload while the other half only had to monitor the environment of the car. Three classifiers, sensor fusion and levels of data segmentation were compared. Results show that the best model was able to successfully classify the condition of the driver with an accuracy of 95%. In some cases, the model benefited from sensors' fusion. Increasing the segmentation level increased the performance of the model for windows smaller than 4 min, but decreased for windows larger than 4 min. In conclusion, the study showed that a high level of drivers' mental workload can be accurately detected while driving in conditional automation based on 4-min recordings of respiration and skin conductance. (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)

Several robotic automation systems, such as unmanned aerial vehicles (UAVs), are being used in combat today. This evokes ethical questions. In this paper, it is argued that UAVs, more than any other weapon, may determine which normative theory the interpretation of the laws of war (LOW) will be based on. UAVs have advantages in terms of reducing casualties for the UAV possessor, but they may at the same time make war seem more like a risk-free enterprise, much like a (...) computer game, lowering the threshold for starting a war. This indicates the importance of revising the LOW, or adding some rules that focus specifically on UAVs. (shrink)

This analysis of the emergent automated vehicle technology focuses on the friction at its interface with society, clouding its future. The sequential focus of development → deployment is reconfigured as reciprocal: society ↔ technology. A best path forward is presented that incorporates environmental and social sustainability factors as they relate to climate change and public health. The path’s signpost is automated electric vehicles deployed in public and private fleets. This course has promise to recover automobility from the (...) damaging, unsustainable legacy of personal internal combustion vehicles—highlighted by their toxic and carbon emissions, and road casualties. (shrink)

Autonomous vehicles (AV) offer promising benefits to society in terms of safety, environmental impact and increased mobility. However, acute challenges persist with any novel technology, inlcuding the perceived risks and trust underlying public acceptance. While research examining the current state of AV public perceptions and future challenges related to both societal and individual barriers to trust and risk perceptions is emerging, it is highly fragmented across disciplines. To address this research gap, by using the Web of Science database, our (...) study undertakes a bibliometric and performance analysis to identify the conceptual and intellectual structures of trust and risk narratives within the AV research field by investigating engineering, social sciences, marketing, and business and infrastructure domains to offer an interdisciplinary approach. Our analysis provides an overview of the key research area across the search categories of ‘trust’ and ‘risk’. Our results show three main clusters with regard to trust and risk, namely, behavioural aspects of AV interaction; uptake and acceptance; and modelling human–automation interaction. The synthesis of the literature allows a better understanding of the public perception of AV and its historical conception and development. It further offers a robust model of public perception in AV, outlining the key themes found in the literature and, in turn, offers critical directions for future research. (shrink)

In this paper, in line with the general framework of value-sensitive design, we aim to operationalize the general concept of “Meaningful Human Control” in order to pave the way for its translation into more specific design requirements. In particular, we focus on the operationalization of the first of the two conditions investigated: the so-called ‘tracking’ condition. Our investigation is led in relation to one specific subcase of automated system: dual-mode driving systems. First, we connect and compare meaningful human control (...) with a concept of control very popular in engineering and traffic psychology, and we explain to what extent tracking resembles and differs from it. This will help clarifying the extent to which the idea of meaningful human control is connected to, but also goes beyond, current notions of control in engineering and psychology. Second, we take the systematic analysis of practical reasoning as traditionally presented in the philosophy of human action and we adapt it to offer a general framework where different types of reasons and agents are identified according to their relation to an automated system’s behaviour. This framework is meant to help explaining what reasons and what agents play a role in controlling a given system, thereby enabling policy makers to produce usable guidelines and engineers to design systems that properly respond to selected human reasons. In the final part, we discuss a practical example of how our framework could be employed in designing automated driving systems. (shrink)

Floods are one of the main natural disasters, which cause huge damage to property, infrastructure, and economic losses every year. There is a need to develop an approach that could instantly detect flooded extent. Satellite remote sensing has been useful in emergency responses; however, with significant weakness due to long revisit period and unavailability during rainy/cloudy weather conditions. In recent years, unmanned aerial vehicle systems have been widely used, especially in the fields of disaster monitoring and complex environments. This study (...) employs deep learning models to develop an automated detection of flooded buildings with UAV aerial images. The method was explored in a case study for the Kangshan levee of Poyang Lake. Experimental results show that the inundation for the focal buildings and vegetation can be detected from the images with 88% and 85% accuracy, respectively. And further, we can estimate the buildings’ inundation area according to the UAV images and flight parameters. The result of this study shows promising value of the accuracy and timely visualization of the spatial distribution of inundation at the object level for the end users from flood emergency response sector. (shrink)

The interaction of automated vehicles with vulnerable road users is one of the greatest challenges in the development of automated driving functions. In order to improve efficiency and ensure the safety of mixed traffic, ADF need to understand the intention of vulnerable road users, to adapt to their driving behavior, and to show its intention. However, this communication may occur in an implicit way, meaning they may communicate with vulnerable road users by using dynamic information, such as (...) speed, distance, etc. Therefore, investigating patterns of implicit communication of human drivers with vulnerable road users is relevant for developing ADF. The aim of this study is to identify the patterns of implicit communication of human drivers with vulnerable road users. For this purpose, the interaction between right-turning motorists and crossing cyclists was investigated at a traffic light controlled urban intersection. In the scenario, motorists and cyclists had a green signal at the same time, but cyclist had right-of-way. Using the Application Platform for Intelligent Mobility Research Intersection, trajectory and video data were recorded at an intersection in Braunschweig, Germany. Data had been recorded for 4 weeks. Based on the criticality metric post-encroachment time and quality of the recorded trajectory, 206 cases of interaction were selected for further analyses. According to the video annotation, when approaching the intersection, three common communication patterns were identified: no yield, motorists, who should yield to cyclists, crossed the intersection first while forcing right-of-way; active yield, motorists, who were in front of cyclists, gave the right-of-way; passive yield, motorists, who were behind cyclists, had to give the right-of-way. The analysis of the trajectory data revealed different patterns of changes in time advantage in these three categories. Additionally, the communication patterns were evaluated with regard to frequency of occurrence, efficiency, and safety. The findings of this study may provide knowledge for the implementation of a communication strategy for ADF, contributing to traffic efficiency as well as ensuring safety in the interaction with vulnerable road users. (shrink)

This work investigates which conditions lead to co-driver discomfort aside from classical motion sickness, what characterizes uncomfortable situations, and why these conditions have a negative effect. The automobile is called a “passenger vehicle” as its main purpose is the transportation of people. However, passengers in the car are rarely considered in research concerning driving discomfort. The few studies in this area focus on driver discomfort, automated vehicles, or driver assistant systems. An earlier public survey indicated that discomfort is (...) also a relevant problem for co-drivers. In this paper, these results are confirmed and extended through an online questionnaire with N = 119 participants and a detailed follow-up interview study with N = 24 participants was conducted. The results of the online questionnaire show that co-driver discomfort is a widespread problem. The interviews indicate that the driving style is one factor contributing to co-driver discomfort, in particular close following or fast driving. In those situations, participants experienced a feeling of being exposed, which additionally contributed to their discomfort. Uncomfortable situations were also perceived as safety critical. A model for possible cognitive origins of discomfort in co-drivers, extending theories from the areas of stress and self-regulation, is developed based on the results. Co-driver discomfort is a common problem, highlighting the relevance of further research on supporting co-drivers. The reported correlations and the proposed model can help to explain the origin of this discomfort. The results provide a foundation for the future design of interventions like human machine interfaces aiming at reducing co-driver discomfort. (shrink)