The ethics of emerging forms of artificial intelligence has become a prolific subject in both academic and public spheres. A great deal of these concerns flow from the need to ensure that these technologies do not cause harm—physical, emotional or otherwise—to the human agents with which they will interact. In the literature, this challenge has been met with the creation of artificial moral agents: embodied or virtual forms of artificial intelligence whose decision procedures are constrained by explicit normative principles, requiring (...) the implementation of what is commonly called artificial morality into these agents. To date, the types of reasoning structures and principles which inform artificial morality have been of two kinds: first, an ethically maximal vision of artificial morality which relies on the strict implementation of traditional moral theories such as Kantian deontology or Utilitarianism, and second, a more minimalist vision which applies stochastic AI techniques to large data sets of human moral preferences so as to illicit or intuit general principles and preferences for the design of artificial morality. Taken individually, each approach is unable to fully answer the challenge of producing inoffensive behavior in artificial moral agents, most especially since both forms are unable to strike a balance between the ideal set of constraints which morality imposes on one hand, and the types of constraints public acceptability imposes, on the other. We provide an alternative approach to the design of artificial morality, the Ethical Valence Theory, whose purpose is to accommodate this balance, and apply this approach to the case of autonomous vehicles. (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)

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

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)

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)

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

The 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)

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

This article is about the role of factual uncertainty for moral decision-making as it concerns the ethics of machine decision-making. The view that is defended here is that factual uncertainties require a normative evaluation and that ethics of machine decision faces a triple-edged problem, which concerns what a machine ought to do, given its technical constraints, what decisional uncertainty is acceptable, and what trade-offs are acceptable to decrease the decisional uncertainty.

The goal of this article is to deepen the concept of emerging urban mobility technology. Drawing on philosophical everyday and urban aesthetics, as well as the postphenomenological strand in the philosophy of technology, we explicate the relation between everyday aesthetic experience and urban mobility commoning. Thus, we shed light on the central role of aesthetics for providing depth to the important experiential and value-driven meaning of contemporary urban mobility. We use the example of self-driving vehicle (SDV), as potentially mundane, public, (...) dynamic, and social urban robots, for expanding the range of perspectives relevant for our relations to urban mobility technology. We present the range of existing SDV conceptualizations and contrast them with experiential and aesthetic understanding of urban mobility. In conclusion, we reflect on the potential undesired consequences from the depolitization of technological development, and potential new pathways for speculative thinking concerning urban mobility futures in responsible innovation processes. (shrink)

Trolley cases are widely considered central to the ethics of autonomous vehicles. We caution against this by identifying four problems. Trolley cases, given technical limitations, rest on assumptions that are in tension with one another. Furthermore, trolley cases illuminate only a limited range of ethical issues insofar as they cohere with a certain design framework. Furthermore, trolley cases seem to demand a moral answer when a political answer is called for. Finally, trolley cases might be epistemically problematic in several ways. (...) To put forward a positive proposal, we illustrate how ethical challenges arise from mundane driving situations. We argue that mundane situations are relevant because of the specificity they require and the scale they exhibit. We then illustrate some of the ethical challenges arising from optimizing for safety, balancing safety with other values such as mobility, and adjusting to incentives of legal frameworks. (shrink)

This thesis in philosophy consists of an introduction and five papers on three themes related to transport: valuations of time, the metric of transport justice, and future mobility solutions. The first paper analyses the properties of time as an economic resource taking into account literature on behaviour concerning time. The intent is to add to the understanding of the underlying assumption of transferability between time and money in the context of transportation. The second paper is on the metric of transport (...) justice. If we are concerned with distributive justice in the context of transportation, what type of good is being distributed? So far, most of the transport literature on transport justice takes accessibility to be the most appropriate metric. However, I argue that many operationalisations of accessibility are insufficient as metrics of justice. They are both too narrow and exclude relevant burdens of transportation. Additionally, accessibility can be achieved by other, non-travel-based means. I end by formulating tentative criteria for an alternative metric of transport justice. The third paper considers temporal justice in the context of transportation. Building on an argument against the claim of substitutability between time and money, I argue that temporal perspectives have been overlooked in the literature on transport justice. In part, this might be due to accessibility being the established metric of justice. Most common measures of accessibility do not capture temporal constraints and might consequently not capture temporal inequalities. Based on the case of gender differences in travel patterns and behaviour, I argue that an alternative account of the appropriate metric of transport justice is needed to capture temporal constraints and reflect gender inequalities sufficiently. The fourth paper argues that the diversity of possible mobility solutions based on self-driving vehicles has been somewhat overlooked in the current literature on the value of travel time. Thus, the complexity of valuing travel time for self-driving vehicles has not been fully addressed. The paper consists of a morphological analysis of the parameters that might impact the value of travel time for self-driving vehicles and a deeper analysis of five plausible self-driving vehicle mobility concepts. It is claimed that not all such concepts can be easily mapped into transport modes. It might be more appropriate to differentiate the value of travel based on travel characteristics. The fifth paper is a literature review of work on attitudes toward automation technology, specifically self-driving vehicles. In particular, I examine the narratives and values related to gender. Generally, women tend to be more sceptical of the prospect of automated vehicles. The review found that this tendency is often explained by women being more risk-averse and less tech-savvy. Moreover, the policy recommendations in the examined literature based focus on educational efforts. Such perspectives can downplay or neglect valid reasons why women are less enthusiastic. Moreover, needs related to women's specific travel patterns might not be considered in the design and planning process. In conclusion, more awareness in needed of the gender differences, needs and expectations to ensure that future transport solutions are designed with everyone in mind. (shrink)

Wie sollen sich autonome Fahrzeuge verhalten, wenn ein Unfall nicht mehr abwendbar ist? Die Komplexität spezifischer moralischer Dilemmata, die in diesem Kontext auftreten können, lässt bewährte ethische Denktraditionen an ihre Grenzen stoßen. Dieser Aufsatz versteht sich als Versuch, neue Lösungsperspektiven mithilfe einer risikoethischen Sichtweise auf die Problematik zu eröffnen und auf diese Weise deren Relevanz für die Programmierung von ethischen Unfallalgorithmen aufzuzeigen. Im Zentrum steht dabei die Frage, welche Implikationen sich aus einer Auffassung von Dilemma-Situationen als risikoethische Verteilungsprobleme im Hinblick (...) auf die Zulässigkeit von entsprechenden Risikoübertragungen ergeben. Dabei wird zunächst eine risikoethische Interpretation des zugrundeliegenden Entscheidungsproblems skizziert, welches durch seine dilemmatische Struktur eine besondere Risikokonstellation begründet. Ausgehend von den Positionen von Sven Ove Hansson und Julian Nida-Rümelin wird für einen deontologisch-risikoethischen Ansatz argumentiert, der auf Individualrechten einerseits und einer interpersonell gerechten Verteilung der entstehenden Schadensrisiken anderseits basiert. Diese beiden Kriterien werden für den Anwendungskontext des autonomen Fahrens konkretisiert. Zum einen wird in Bezug auf das erste Kriterium argumentiert, dass individuelle Rechte genau dann als angemessen gewahrt gelten können, wenn die resultierenden Risikoübertragungen auf die Einzelnen in ihrer absoluten Höhe jeweils zumutbar sind. Zum anderen werden Schwierigkeiten skizziert, die sich hinsichtlich der konkreten Umsetzung des zweiten Kriteriums der Verteilungsgerechtigkeit ergeben. In diesem Zusammenhang werden beispielsweise ethische Herausforderungen in Bezug auf einen möglichen Vorteilsausgleich, das Prinzip der Schadensminimierung sowie individuell unterschiedliche Ausgangsbedingungen der persönlichen Schadensreduktion kritisch in den Blick genommen. (shrink)

The paper presents a framework to realise “meaningful human control” over Automated Driving Systems. The framework is based on an original synthesis of the results of the multidisciplinary research project “Meaningful Human Control over Automated Driving Systems” lead by a team of engineers, philosophers, and psychologists at Delft University of the Technology from 2017 to 2021. Meaningful human control aims at protecting safety and reducing responsibility gaps. The framework is based on the core assumption that human persons and institutions, not (...) hardware and software and their algorithms, should remain ultimately—though not necessarily directly—in control of, and thus morally responsible for, the potentially dangerous operation of driving in mixed traffic. We propose an Automated Driving System to be under meaningful human control if it behaves according to the relevant reasons of the relevant human actors (tracking), and that any potentially dangerous event can be related to a human actor (tracing). We operationalise the requirements for meaningful human control through multidisciplinary work in philosophy, behavioural psychology and traffic engineering. The tracking condition is operationalised via a proximal scale of reasons and the tracing condition via an evaluation cascade table. We review the implications and requirements for the behaviour and skills of human actors, in particular related to supervisory control and driver education. We show how the evaluation cascade table can be applied in concrete engineering use cases in combination with the definition of core components to expose deficiencies in traceability, thereby avoiding so-called responsibility gaps. Future research directions are proposed to expand the philosophical framework and use cases, supervisory control and driver education, real-world pilots and institutional embedding. (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)