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)

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)

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)

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)

The German Act on Autonomous Driving constitutes the first national framework on level four autonomous vehicles and has received attention from policy makers, AI ethics scholars and legal experts in autonomous driving. Owing to Germany’s role as a global hub for car manufacturing, the following paper sheds light on the act’s position within the ethical discourse and how it reconfigures the balance between legislation and ethical frameworks. Specifically, in this paper, we highlight areas that need (...) to be more worked out in the future either through ethical conventions, corporate measures or legal measures and examine how the law can be incorporated into the existing discourse on the regulation of technologies. Based on this examination, we derive implications for future discourse and elaborate on companies’ responsibilities in developing autonomous driving technologies in an ethical sense. (shrink)

Autonomous vehicles, and the larger socio-technical systems that they are a part of are likely to have a deep and lasting impact on our societies. Trust is a key value that will play a role in the development of autonomous driving systems. This paper suggests that trust of autonomous driving systems will impact the ways that these systems are taken up, the norms and laws that guide them and the design of the systems themselves. Further (...) to this, in order to have autonomous driving systems that are worthy of our trust, we need a superstructure of oversight and a process that designs trust into these systems from the outset. Rather than banning or avoiding all autonomous vehicles should a tragedy occur, despite these systems having some level of risk, we want resilient systems that can survive tragedies, and indeed, improve from them. I will argue that trust plays a role in developing these resilient systems. (shrink)

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

This paper investigates the importance of standardising and maintaining the transparency of advanced driver-assistance systems (ADAS) functions nomenclature, designs, and operations in all categories up until fully autonomous vehicles. The aim of this paper is to reveal the discrepancies in ADAS functions across automakers and discuss the underlying issues and potential solutions. In this pilot study, user manuals of various brands are reviewed systematically and critical analyses of common ADAS functions are conducted. The result shows that terminologies used to (...) describe ADAS functions vary widely across manufacturers and sometimes do not reflect their fundamental functions intuitively. Operational conditions and control procedures also vary across the selected models under this study. Due to this lack of consensus across the industry, drivers are not aware or well informed about ADAS functions in their vehicles, leading to a very low utilization rate and may lead to misuse of those functions. This paper provides insightful suggestions for the transport industry, Artificial Intelligence (AI) experts, and regulators to design frameworks and guidelines in governing the naming convention, operating conditions, control procedures, and information disclosure of ADAS. Such guidelines can be the foundations for regulating future AI-based self-driving functions. (shrink)

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

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)

In the future, autonomous vehicles are predicted to be much safer than current vehicles and affordable enough for all vehicle owners. At such a point, should we still allow people to manually drive non-autonomous vehicles? Can we say people who want to drive have a right to drive? In this paper, we first attempt a deontological justification of a right to drive, by trying to derive the right from more uncontroversial rights, like the right to freedom of movement, (...) but fail. Looking at the right on consequentialist grounds, both in terms of paternalistic justifications of denying the right and the externalities caused by manual driving, we are able to justify a right to drive. However, the externalities caused by manual driving are enough to limit this right to drive to non-public roads. (shrink)

As automobile manufacturers have begun to design, engineer, and test autonomous driving systems of the future, brain imaging with functional near-infrared spectroscopy can provide unique insights about cognitive processes associated with evolving levels of autonomy implemented in the automobile. Modern fNIRS devices provide a portable, relatively affordable, and robust form of functional neuroimaging that allows researchers to investigate brain function in real-world environments. The trend toward “naturalistic neuroscience” is evident in the growing number of studies that leverage the (...) methodological flexibility of fNIRS, and in doing so, significantly expand the scope of cognitive function that is accessible to observation via functional brain imaging. While more than a decade’s worth of study in this field of fNIRS driving research has led to many interesting findings, the number of studies applying fNIRS during autonomous modes of operation is limited. To support future research that directly addresses this lack in autonomous driving research with fNIRS, we argue that a cogent distillation of the methods used to date will help facilitate and streamline this research of tomorrow. To that end, here we provide a methodological review of the existing fNIRS driving research, with the overarching goal of highlighting the current diversity in methodological approaches. We argue that standardization of these approaches will facilitate greater overlap of methods by researchers from all disciplines, which will, in-turn, allow for meta-analysis of future results. We conclude by providing recommendations for advancing the use of such fNIRS technology in furthering understanding the adoption of safe autonomous vehicle technology. (shrink)

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

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

: 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)

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)

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

Autonomous vehicles (AVs) hold considerable promise for maintaining aging adults’ mobility as they develop impairments in driving skill. Nonetheless, attitudes can be a significant barrier to adoption as has been shown for other technologies. We investigated how different introductions to AV, video with a driver in the front seat, the rear seat, and a written description, affected attitudes, as well as how individual difference variables such as age, gender, prior knowledge, and personality traits predict attitudes within a middle-aged (...) (Median age = 34, IQR = 20, n = 441) Amazon Mechanical Turk sample. The 16-item attitude survey uncovered three factors: Concern with AV, Eagerness to Adopt AV technology, and Willingness to Relinquish Driving Control. ANOVAs showed that only age (younger less concerned) and gender, (females more concerned) were significant factors in Concern with AV. Only gender affected Willingness to Relinquish Driving Control, with males more willing. Multiple regressions that included previous knowledge level and personality traits showed a different pattern. Female gender and greater conscientiousness were associated with greater Concern about AV. Prior knowledge of AV was associated with less concern. Emotional stability and openness to experience were positive predictors of Eagerness to Adopt AV, whereas conscientiousness was a negative predictor. Prior knowledge and openness to experience, positively, and extraversion, negatively, were associated wi... (shrink)

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

Self-driving vehicles will need to make decisions that carry ethical dimensions and manufacturers have (the responsibility) to pre-determine this underlying, deliberate decision-making process. With the rise of self-driving vehicles, scholars have simultaneously started investigating what ethical theories should guide machine behavior, but have not concluded as to which theory should be preferred and adopted. We aim to address this matter by providing a holistic and analytical review of the autonomous driving ethics literature. Based on this review, (...) we summarize the social, moral/legal, and functional advantages and disadvantages of applying particular (traditional) ethical theories to the decision-making of self-driving vehicles. Furthermore, we derive an integrated model that shows how each identified ethical theory could be technically implemented and guide the decision-making of self-driving vehicles. Overall, this article aims to set the groundwork for reflected, successful integration of ethical behavior within self-driving vehicles and deduce an updated research agenda. (shrink)

Currently, the central questions in the philosophical debate surrounding the ethics of automated warfare are (1) Is the development and use of autonomous lethal robotic systems for military purposes consistent with (existing) international laws of war and received just war theory?; and (2) does the creation and use of such machines improve the moral caliber of modern warfare? However, both of these approaches have significant problems, and thus we need to start exploring alternative approaches. In this paper, I ask (...) whether autonomous robots ought to be programmed to be pacifists. The answer arrived at is “Yes”, if we decide to create autonomous robots, they ought to be pacifists. This is to say that robots ought not to be programmed to willingly and intentionally kill human beings, or, by extension, participate in or promote warfare, as something that predictably involves the killing of humans. Insofar as we are the ones that will be determining the content of the robot’s value system, then we ought to program robots to be pacifists, rather than ‘warists’. This is (in part) because we ought to be pacifists, and creating and programming machines to be “autonomous lethal robotic systems” directly violates this normative demand on us. There are no mitigating reasons to program lethal autonomous machines to contribute to or participate in warfare. Even if the use of autonomous lethal robotic systems could be consistent with received just war theory and the international laws of war, and even if their involvement could make warfare less inhumane in certain ways, these reasons do not compensate for the ubiquitous harms characteristic of modern warfare. In this paper, I provide four main reasons why autonomous robots ought to be pacifists, most of which do not depend on the truth of pacifism. The strong claim being argued for here is that automated warfare ought not to be pursued. The weaker claim being argued for here is that automated warfare ought not to be pursued, unless it is the most pacifist option available at the time, and other alternatives have been reasonably explored, and we are simultaneously promoting a (long term) pacifist agenda in (many) other ways. Thus, the more ambitious goal of this paper is to convince readers that automated warfare is something that we ought not to promote or pursue, while the more modest—and I suspect, more palatable—goal is to spark sustained critical discussion about the assumptions underlying the drive towards automated warfare, and to generate legitimate consideration of its pacifist alternatives,in theory, policy, and practice. (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)

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)

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

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

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

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

Despite Jacques Lacan's somewhat deserved reputation as an adamant antinaturalist, his teachings, when read carefully to the letter, should not be construed as categorically hostile to any and every possible interfacing of psychoanalysis and biology. In recent years, several authors, including myself, have begun exploring the implications of reinterpreting Lacan's corpus on the basis of questions concerning naturalism, materialism, realism, and the position of analysis with respect to the sciences of today. Herein, I focus primarily on the efforts of analyst (...) François Ansermet and neuroscientist Pierre Magistretti to forge a specifically Lacanian variant of neuropsychoanalysis (as distinct from Anglo-American variants). Taking up Ansermet and Magistretti's interlinked theories of drive (Trieb) and autonomous subjectivity, I develop an immanent critique of their project. Doing so in a manner that is intended to acknowledge and preserve this neuropsychoanalytic duo's significant insights and contributions, I seek to bring into sharper relief the exact set of necessary, as well as sufficient, conditions for what Ansermet, Magistretti, and I all are commonly pursuing: an account of the genesis of denaturalized subjects out of embodied libidinal economies, itself situated within the framework of a nonreductive, quasi-naturalist materialism synthesizing resources drawn from psychoanalysis, neurobiology, and philosophy. (shrink)

Through modern driver assistant systems, algorithmic decisions already have a significant impact on the behavior of vehicles in everyday traffic. This will become even more prominent in the near future considering the development of autonomous driving functionality. The need to consider ethical principles in the design of such systems is generally acknowledged. However, scope, principles and strategies for their implementations are not yet clear. Most of the current discussions concentrate on situations of unavoidable crashes in which the life (...) of human beings is existentially affected. In this paper, we argue that ethical considerations should be mandatory for any algorithmic decision of autonomous vehicles, instead of a limitation to hazard situations. Such an ethically aligned behavior is relevant because autonomous vehicles, like any other traffic participants, operate in a shared public space, where every behavioral decision impacts the operational possibilities of others. These possibilities concern the fulfillment of a road-user’s safety, utility and comfort needs. We propose that, to operate ethically in such space, an autonomous vehicle will have to take its behavior decisions according to a just distribution of operational possibilities among all traffic participants. Using an application on a partially-autonomous prototype vehicle, we describe how to apply and implement concepts of distributive justice to the driving environment and demonstrate the impact on its behavior in comparison to an advanced but egoistic decision maker. (shrink)

In recent years, tech evangelists have made headlines predicting that in the future manual driving will be outlawed. This essay will investigate the question whether a ban of human driven cars can be defended on moral grounds in a future scenario in which autonomous cars are going to be significantly safer than manually driven cars. This article will argue that in such a future scenario manually driven cars, for moral reasons, indeed should be banned from participating in regular (...) traffic. Since the moral argument for outlawing manually driven cars will likely be met by resistance by car-aficionados, in the final part of the paper, we are devising a proposal for reconciling the strong moral case for a ban of manually driven cars with the widespread fondness of manual driving. (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)

This contributed volume examines ethical ramifications of the development and use of autonomous vehicles. From ethical emergencies akin to the classic trolley problem to more overarching effects on social and economic structures, this volume’s discussion appeal to philosophers, social scientists, engineers, urban planners, and policy makers.

Advanced technologies such as drones, intelligent algorithms and androids have grave implications for human existence. With the purpose of exploring their basis for doing so, the paper proposes a framework for investigating the complex relationship between such devices and human practices and language-mediated cognition. Specifically, it centers on the importance of the typically neglected intermediate layer of culture which not only drives both technophobia and philia but also, more fundamentally, connects pre-reflective experience and socio-material practices by placing advanced technologies in (...) the loop. Theoretically, the paper draws on contributions from performativist Science and Technology Studies and Radically Embodied Cognitive Science and pushes new grounds by stressing their compatibility. Yet, it also emphasizes the importance of the enlanguaged side of cognition which is a requirement for human-style socio-material practices and, hence, the emergence of cultures that fetishizes certain technologies. (shrink)

The precise relationship between the autonomic nervous system and emotion has been a topic of intense debate and research throughout the history of modern psychology. The present article considers some of the more influential theoretical frameworks that continue to drive contemporary research on the relationship between emotion and physiological processes. In particular, we highlight the multiple routes through which somatovisceral afference influences emotion and how this relates to the topic of emotion-specific patterns of autonomic nervous system activity.

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

This paper explores the role trust plays in the context of health care partnerships where the preservation of autonomy is desired. The case of IN RE: Maria Isabel Duran is used as a focal point for discussion. I argue that within the context of collective decision making of the sort that occurs in health care relationships, trust is consistent with autonomous agency, provided the trust is relational, a property of a triadic relation between the patient and her partners in (...) health care, and between the patient and herself. Moreover, if it is the autonomy of the patient that drives the nature and the direction of her medical options, we must respect a medical ethic of informed consent and durable powers of attorney and the patient’s right of selfgovernance this ethic serves. At the foundation of trust in others and in oneself is respect. (shrink)

Recently, many AI researchers and practitioners have embarked on research visions that involve doing AI for “Good”. This is part of a general drive towards infusing AI research and practice with ethical thinking. One frequent theme in current ethical guidelines is the requirement that AI be good for all, or: contribute to the Common Good. But what is the Common Good, and is it enough to want to be good? Via four lead questions, the concept of Ethics Pen-Testing identifies challenges (...) and pitfalls when determining, from an AI point of view, what the Common Good is and how it can be enhanced by AI. The current paper reports on a first evaluation of EPT. EPT is applicable to various artefacts that have ethical impact, including designs for or implementations of specific AI technology, and requirements engineering methods for eliciting which ethical settings to build into AI. The current study focused on the latter type of artefact. In four independent sessions, participants with close but varying involvements in “AI and ethics” were asked to deconstruct a method that has been proposed for eliciting ethical values and choices in autonomous car technology, an online experiment modelled on the Trolley Problem. The results suggest that EPT is well-suited to this task: the remarks made by participants lent themselves well to being structured by the four lead questions of EPT, in particular, regarding the question what the problem is and about which stakeholders define it. As part of the problem definition, the need became apparent for thorough technical domain knowledge in discussions of AI and ethics. Thus, participants questioned the framing and the presuppositions inherent in the experiment and the discourse on autonomous cars that underlies the experiment. They transitioned from discussing a specific AI artefact to discussing its role in wider socio-technical systems. Results also illustrate to what extent and how the requirements engineering method forces us to not only have a discussion about which values to “build into” AI systems, the substantive building blocks of the Common Good, but also about how we want to have this discussion at all. Thus, it forces us to become explicit about how we conceive of democracy and the constitutional state and the procedural building blocks of the Common Good. (shrink)

In lieu of an abstract, here is a brief excerpt of the content:Aesthetics, Education, the Critical Autonomous Self, and the Culture IndustryMarianna Papastephanou (bio)IntroductionE Lucevan le Stelle disconnected both from Tosca and Puccini becomes incidental music and brings strong recollections of the detergent advertisement it once coated. Last Year in Marienbad has caused some of the deepest yawn relief to many hopefuls for the title of the sophisticated who wished to cash out the film's cultural and social capital. A (...) painting by a well-known artist in the living room of a middle-upper-class residence often matches the colors of the carpet, and a piece of African art in the corner testifies to the hosts' cosmopolitan respect for otherness and the proper dose of hybridity in their selfhood. The young of the family are said to search for freedom from the puritan lifestyle in Ecstasis. Or, they rebel against the oppressive order of the system through idolizing music bands of an unconventional style and, as a matter of fact, of "unconventional" wealth accumulated precisely through the systemic exploitation of their idolization. The whole family, including the discontented young, will unite in the enjoyment of a new movie in which, just as in hundreds before it, police detectives can solve cases only after their suspension from duty and foreigners prefer to converse in perfect English when they are alone. What all members of the family are sure of by the end of the day, some of them through the prism of heavy drinking and others in the sober appreciation of the latest reality show, is that they exercised once again their free will in all instances. For they oriented their desires, treated as natural and self-posited, to objects they initially lacked but "autonomously" and "critically" found and selected from a rich and all-encompassing marketplace of culture. [End Page 75]How are art, its education, and its educational ideals of autonomy and critique related to this particular cultural reality that I have highlighted? Pseudo-individualism, escapism, Ersatzbefriedigung, fetishization, reification, and educationalization are some of the terms Adorno employed to approach the reality of artistic production and reception in capitalist times while preserving the distance that art offers for critiquing reality.1 In contrast with the above-sketched reality, in Adorno's ultimate aesthetic vision through art the self is not supposed to "forget in dreams the present world, but to change it by the strength of an image."2 Adorno attacks the drive toward a "totally administered" society—that of late capitalism—which "reduces every aspect of present-day life to the dead level of conformist popular 'taste' as dictated by a wholesale culture industry given over to the purposes of mass indoctrination."3 Fundamentally, the culture industry hinders the formation of autonomous, critical, and independent individuals.4I shall argue that such a theoretical framework gives us additional insight through which to combat what has already been perceived in pedagogical discourse as educational inability to cultivate reflective and critical subjectivities. Instead of autonomy, education nurtures narcissism. and instead of critique, it promotes appeasement5 —all the more so when education succumbs to the culture industry or fails to encourage students' critical stance to its imperatives.My position here is that by reclaiming their own valuable connection to reflective artistic experience and reception, aesthetic theory and art education can contribute to a reconceptualization of autonomy and critique and, perhaps more importantly, to a reorientation of educational practice.6 Adorno's aesthetics is exceptionally relevant to this aim because his work exemplifies in a unique way the necessary awareness of the antinomic qualities of autonomy and critique, their ineluctable dependence on society and culture, and their secret culpability in domination. Moreover, Adorno's cultural criticism comprises an unsurpassable diagnosis of those social pathologies that leads away from critical and reflective subjectivity and offers conceptual means for setting a critical eye on some current impoverished practices of teaching art. Above all, Adorno's aesthetic theory displays a remarkable topicality regarding contemporary positions on purely artistic concerns and contentions. Thus, the current neglect of his work in aesthetic educational theory7 must be dealt with since accommodation of such aesthetics within art educational discourse will serve significantly the latter's... (shrink)

Autonomous vehicles —and accidents they are involved in—attest to the urgent need to consider the ethics of artificial intelligence. The question dominating the discussion so far has been whether we want AVs to behave in a ‘selfish’ or utilitarian manner. Rather than considering modeling self-driving cars on a single moral system like utilitarianism, one possible way to approach programming for AI would be to reflect recent work in neuroethics. The agent–deed–consequence model :3–20, 2014a, Behav Brain Sci 37:487–488, 2014b) (...) provides a promising descriptive and normative account while also lending itself well to implementation in AI. The ADC model explains moral judgments by breaking them down into positive or negative intuitive evaluations of the agent, deed, and consequence in any given situation. These intuitive evaluations combine to produce a positive or negative judgment of moral acceptability. For example, the overall judgment of moral acceptability in a situation in which someone committed a deed that is judged as negative would be mitigated if the agent had good intentions and the action had a good consequence. This explains the considerable flexibility and stability of human moral judgment that has yet to be replicated in AI. This paper examines the advantages and disadvantages of implementing the ADC model and how the model could inform future work on ethics of AI in general. (shrink)

We have previously proposed that mothers and infants co-regulate one another’s autonomic state through an autonomic conditioning mechanism, which starts during gestation and results in the formation of autonomic socioemotional reflexes following birth. Theoretically, autonomic physiology associated with the ASR should correlate concomitantly with behaviors of mother and infant, although the neuronal pathway by which this phenomenon occurs has not been elucidated. In this paper, we consider the neuronal pathway by which sensory stimuli between a mother and her baby/child affect (...) the physiology and emotional behavior of each. We divide our paper into two parts. In the first part, to gain perspective on current theories on the subject, we conduct a 500-year narrative history of scientific investigations into the human nervous system and theories that describe the neuronal pathway between sensory stimulus and emotional behavior. We then review inconsistencies between several currently accepted theories and recent data. In the second part, we lay out a new theory of emotions that describes how sensory stimuli between mother and baby unconsciously control the behavior and physiology of both. We present a theory of mother/infant emotion based on a set of assumptions fundamentally different from current theories. Briefly, we propose that mother/infant sensory stimuli trigger conditional autonomic socioemotional reflexes, which drive cardiac function and behavior without the benefit of the thalamus, amygdala or cortex. We hold that the ASR is shaped by an evolutionarily conserved autonomic learning mechanism that forms between mother and fetus during gestation and continues following birth. We highlight our own and others research findings over the past 15 years that support our contention that mother/infant socioemotional behavior is driven by mutual autonomic state plasticity, as opposed to cortical trait plasticity. We review a novel assessment tool designed to measure the behaviors associated with the ASR phenomenon. Finally, we discuss the significance of our theory for the treatment of mothers and infants with socioemotional disorders. (shrink)