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)

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 ethics of autonomous vehicles has received a great amount of attention in recent years, specifically in regard to their decisional policies in accident situations in which human harm is a likely consequence. Starting from the assumption that human harm is unavoidable, many authors have developed differing accounts of what morality requires in these situations. In this article, a strategy for AV decision-making is proposed, the Ethical Valence Theory, which paints AV decision-making as a type of claim mitigation: different (...) road users hold different moral claims on the vehicle’s behavior, and the vehicle must mitigate these claims as it makes decisions about its environment. Using the context of autonomous vehicles, the harm produced by an action and the uncertainties connected to it are quantified and accounted for through deliberation, resulting in an ethical implementation coherent with reality. The goal of this approach is not to define how moral theory requires vehicles to behave, but rather to provide a computational approach that is flexible enough to accommodate a number of ‘moral positions’ concerning what morality demands and what road users may expect, offering an evaluation tool for the social acceptability of an autonomous vehicle’s ethical decision making. (shrink)

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

Autonomous vehicles (AVs) are expected to improve road traffic safety and save human lives. It is also expected that some AVs will encounter so-called dilemmatic situations, like choosing between saving two passengers by sacrificing one pedestrian or choosing between saving three pedestrians by sacrificing one passenger. These expectations fuel the extensive debate over the ethics settings of AVs: the way AVs should be programmed to act in dilemmatic situations and who should decide about the nature of this programming in (...) the first place. In the article, the ethics settings problem is analyzed as a trilemma between AVs with personal ethics setting (PES), AVs with mandatory ethics setting (MES) and AVs with no ethics settings (NES). It is argued that both PES and MES, by being programmed to choose one human life over the other, are bound to cause serious moral damage resulting from the violation of several principles central to deontology and utilitarianism. NES is defended as the only plausible solution to this trilemma, that is, as the solution that sufficiently minimizes the number of traffic fatalities without causing any comparable moral damage. (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)

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)

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

This article reviews existing state laws related to autonomous vehicle (AV) safety, equity, and automobile insurance. Thirty states were identified with relevant legislation. Of these, most states had one or two relevant laws in place. Many of these laws were related to safety and insurance requirements. Data are needed to evaluate the effectiveness of these laws in order to guide further policy development.

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)

Compared to human-operated vehicles, autonomous vehicles offer numerous potential benefits. However, public acceptance of AVs remains low. Using 4 studies, including 1 preregistered experiment, the present research examines the role of trust in AV adoption decisions. Using the Trust-Confidence-Cooperation model as a conceptual framework, we evaluate whether perceived integrity of technology—a previously underexplored dimension of trust that refers to perceptions of the moral agency of a given technology—influences AV policy support and adoption intent. We find that perceived technology integrity (...) predicts adoption intent for AVs and that messages that increase perceived integrity of AV technology result in greater AV adoption intent and policy support. This knowledge can be used to guide communication efforts aimed at increasing public trust in AVs, and ultimately enhance integration of AVs into transport systems. (shrink)

Consequential historical decisions that shaped transportation systems and their influence on society have many valuable lessons. The decisions we learn from and choose to make going forward will play a key role in shaping the mobility landscape of the future. This is especially pertinent as artificial intelligence (AI) becomes more prevalent in the form of autonomous vehicles (AVs). Throughout urban history, there have been cyclical transport oppressions of previous-generation transportation methods to make way for novel transport methods. These cyclical (...) oppressions can be identified in the baroque and modernist periods, and a third oppression may occur in the contemporary period. To explore the idea of a third oppression, we focus on the bicycle and outline the history of cycling to understand how historical mode oppression unfolded. We then present several social and political factors that contributed to the oppression of cycling and share recommendations for how to avoid future oppressions including political, social, and design actions for researchers and policymakers to take. This paper argues that priorities for AI-enabled mobility and cyclist needs be advanced in proportion to the extent that they contribute to societal goals of urban containment, public realm, and proximal cities. Additionally, future mobility evolutions should prioritise mobility justice and mode choice over inducing a singular transportation method. (shrink)

Autonomous vehicles are one of the most spectacular recent developments of Artificial Intelligence. Among the problems that still need to be solved before they can fully autonomously participate in traffic is the one of making their behaviour conform to the traffic laws. This paper discusses this problem by way of a case study of Dutch traffic law. First it is discussed to what extent Dutch traffic law exhibits features that are traditionally said to pose challenges for AI & Law (...) models, such as exceptions, rule conflicts, open texture and vagueness, rule change, and the need for commonsense knowledge. Then three approaches to the design of law-conforming AV are evaluated in light of the challenges posed by Dutch traffic law, which includes an assessment of the usefulness of AI & Law models of nonmonotonic reasoning, argumentation and case-based reasoning. (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)

This article takes a speculative and design fiction approach to the critical analysis of the role of smart and autonomous vehicles (AVs) in the context of smart cities. The article explores arguments that these cars of the future will have decisive impacts on mobility, sustainability and road safety. The article examines the main parameters of smart city and smart car developments and then focuses on the visions of increasing AI-driven autonomy. The article demonstrates how these debates are linked to (...) speculative design as full autonomy does not currently exist but takes a speculative position as to what the critical issues are that face smart/autonomous city visions (enhanced surveillance and data mining) and considers the potentially hazardous ethical dilemmas that AVs may encounter once fully rolled out onto city roads. From a design fiction perspective, the article envisions the viability of AV prioritizing public rather than private transport as a means by which the ‘techno-utopic’ visions of smart city/AV integration can be realized and make positive impacts to enhance urban living in rendering future cities as more sustainable, efficiently mobile and safer urban spaces. (shrink)

The ethical dilemma of whether autonomous vehicles should protect the passengers or pedestrians when harm is unavoidable has been widely researched and debated. Several behavioral scientists have sought public opinion on this issue, based on the premise that EDs are critical to resolve for AV adoption. However, many scholars and industry participants have downplayed the importance of these edge cases. Policy makers also advocate a focus on higher level ethical principles rather than on a specific solution to EDs. But (...) conspicuously absent from this debate is the view of the consumers or potential adopters, who will be instrumental to the success of AVs. The current research investigated this issue both from a theoretical standpoint and through empirical research. The literature on innovation adoption and risk perception suggests that EDs will be heavily weighted by potential adopters of AVs. Two studies conducted with a broad sample of consumers verified this assertion. The results from these studies showed that people associated EDs with the highest risk and considered EDs as the most important issue to address as compared to the other technical, legal and ethical issues facing AVs. As such, EDs need to be addressed to ensure robustness in the design of AVs and to assure consumers of the safety of this promising technology. Some preliminary evidence is provided about interventions to resolve the social dilemma in EDs and about the ethical preferences of prospective early adopters of AVs. (shrink)

One of the moral questions concerning autonomous vehicles (henceforth AVs) is the choice between types that differ in their built-in algorithms for dealing with rare situations of unavoidable lethal collision. It does not appear to be possible to avoid questions about how these algorithms should be designed. We present the results of our study of moral preferences (N = 2769) with respect to three types of AVs: (1) selfish, which protects the lives of passenger(s) over any number of bystanders; (...) (2) altruistic, which minimizes the number of casualties, even if this leads to death of passenger(s); and (3) conservative, which abstains from interfering in such situations. We differentiate between scenarios in which participants are to make their decisions privately or publicly, and for themselves or for their offspring. We aim to answer two research questions: (1) whether the public visibility of the choice of an AV type choice make this choice more altruistic and (2) which type of situation makes it more difficult to choose altruistically: when choosing for society as a whole, when choosing only for oneself, or when choosing only for one’s offspring. Our results show that respondents exhibit a preference for an altruistic strategy for AVs and that it is reinforced when signaled to others. The altruistic preference is strongest when applies to everybody else, weaker when it reflects a solely personal choice, and weakest when choosing for one’s own child. We conclude that a public choice is considerably more likely to pressure consumers into accepting a more socially beneficial solution. (shrink)

As the autonomous vehicles technology gradually enters the public eye, understanding consumers' psychological motivations for accepting autonomous vehicles is critical for the development of autonomous vehicles and society. Previously, researchers have explored the determinants of fully autonomous vehicles but the relevant research is far from enough. Moreover, the relationship between anthropomorphism and users' behavior has been ignored to a large extent. Therefore, this study aim to fill the gap by using anthropomorphism and the unified theory of (...) acceptance and use of technology to explore how system attributes and UTAUT attributes influence consumers' acceptance behavior. The data were collected via questionnaire survey conducted in Beijing, China, which can be a promising early adopter of AVs. Structural equation modeling was used to analyze the data. The results reveal that perceived anthropomorphism and perceived intelligence have a direct positive influence on the adoption of AVs; performance expectancy, effort expectancy, and facilitating conditions have an indirect positive influence on intention to adopt AVs. Also, this research contributes to the literature by enriching studies on psychological determinants of autonomous vehicles' adoption by taking an initial step to highlight anthropomorphism perceptions. This can provide managerial implications for policy-makers and businesses on how to effectively allocate resources to enhance autonomous vehicle adoption. (shrink)

The control principle implies that people should not feel guilt for outcomes beyond their control. Yet, the so-called ‘agent and observer puzzles’ in philosophy demonstrate that people waver in their commitment to the control principle when reflecting on accidental outcomes. In the context of car accidents involving conventional or autonomous vehicles, Study 1 established that judgments of responsibility are most strongly associated with expressions of guilt–over and above other negative emotions, such as sadness, remorse or anger. Studies 2 and (...) 3 then confirmed that, while people generally endorse the control principle, and deny that occupants in an AV should feel guilt when involved in an accident, they nevertheless ascribe guilt to those same occupants. Study 3 also uncovered novel implications of the observer puzzle in the legal context: Passengers in an AV were seen as more legally liable than either passengers in a conventional vehicle, or even their drivers–especially when participants were prompted to reflect on the passengers’ affective experience of guilt. Our findings document an important conflict–in the context of AV accidents–between people’s prescriptive reasoning about responsibility and guilt on one hand, and their counter-normative experience of guilt on the other, with apparent implications for liability decisions. (shrink)

Communication between road users is a major key to coordinate movement and increase roadway safety. The aim of this work was to grasp how pedestrians, cyclists, and kick scooter users sought to visually communicate with drivengers when they would face autonomous vehicles. In each experiment, participants were asked to imagine themselves in described situations of encounters between a specific type of vulnerable road user and a human driver in an approaching car. The human driver state and the communicative means (...) of the approaching car through an external Human-Machine Interface were manipulated between the scenarios. The participants were prompted to rate from “never” to “always” the frequency with which they would seek eye contact with the human driver either in order to express their willingness to cross or to make their effective decision to cross. Our findings revealed that a passive human driver in an AV with no visual checking on the road triggered a decline in vulnerable road users’ desire to communicate by eye contact. Moreover, the results of Experiment C demonstrated that the speed screen, the text message screen, and the vibrating mobile app eHMI signals diminished kick scooter users’ desire to communicate visually with the human driver, with some age-based differences. This suggested a better comprehension of the approaching car’s intentions by the kick scooter users, driven by the features of the eHMI. (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)

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)

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)

Dilemma situations involving the choice of which human life to save in the case of unavoidable accidents are expected to arise only rarely in the context of autonomous vehicles. Nonetheless, the scientific community has devoted significant attention to finding appropriate and acceptable automated decisions in the event that AVs or drivers of AVs were indeed to face such situations. Awad and colleagues, in their now famous paper “The Moral Machine Experiment”, used a “multilingual online ‘serious game’ for collecting large-scale (...) data on how citizens would want AVs to solve moral dilemmas in the context of unavoidable accidents.” Awad and colleagues undoubtedly collected an impressive and philosophically useful data set of armchair intuitions. However, we argue that applying their findings to the development of “global, socially acceptable principles for machine learning” would violate basic tenets of human rights law and fundamental principles of human dignity. To make its arguments, our paper cites principles of tort law, relevant case law, provisions from the Universal Declaration of Human Rights, and rules from the German Ethics Code for Autonomous and Connected Driving. (shrink)

In this paper, we investigate how data about public preferences may be used to inform policy around the use of controversial novel technologies, using public preferences about autonomous vehicles (AVs) as a case study. We first summarize the recent ‘Moral Machine’ study, which generated preference data from millions of people regarding how they think AVs should respond to emergency situations. We argue that while such preferences cannot be used to directly inform policy, they should not be disregarded. We defend (...) an approach that we call ‘Collective Reflective Equilibrium in Practice’ (CREP). In CREP, data on public attitudes function as an input into a deliberative process that looks for coherence between attitudes, behaviours and competing ethical principles. We argue that in cases of reasonable moral disagreement, data on public attitudes should play a much greater role in shaping policies than in areas of ethical consensus. We apply CREP to some of the global preferences about AVs uncovered by the Moral Machines study. We intend this discussion both as a substantive contribution to the debate about the programming of ethical AVs, and as an illustration of how CREP works. We argue that CREP provides a principled way of using some public preferences as an input for policy, while justifiably disregarding others. (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)