Can human life have value in a world in which humans are rendered obsolete by technological advances? This article answers this question by developing an extended analysis of the axiological impact of human obsolescence. In doing so, it makes four main arguments. First, it argues that human obsolescence is a complex phenomenon that can take on at least four distinct forms. Second, it argues that one of these forms of obsolescence is not a coherent concept and hence not a plausible (...) threat to human well-being. Third, it argues that existing fears of technologically-induced human obsolescence are less compelling than they first appear. Fourth, it argues that there are two reasons for embracing a world of widespread, technologically-induced human obsolescence. (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)

Self‐driving cars hold out the promise of being much safer than regular cars. Yet they cannot be 100% safe. Accordingly, we need to think about who should be held responsible when self‐driving cars crash and people are injured or killed. We also need to examine what new ethical obligations might be created for car users by the safety potential of self‐driving cars. The article first considers what lessons might be learned from the growing legal literature on responsibility for crashes with (...) self‐driving cars. Next, worries about responsibility gaps and retribution gaps from the philosophical literature are introduced. This leads to a discussion of whether self‐driving cars are a form of agents that act independently of human agents. It is suggested that it is better to analyze their apparent agency in terms of human–robot collaborations, within which humans play the most important roles. The next topic is the idea that the safety potential of self‐driving cars might create a duty to either switch to self‐driving cars or seek means of making conventional cars safer. Lastly, there is a short discussion of ethical issues related to safe human–robot coordination within mixed traffic featuring both self‐driving cars and conventional cars. (shrink)

The urban traffic environment is characterized by the presence of a highly differentiated pool of users, including vulnerable ones. This makes vehicle automation particularly difficult to implement, as a safe coordination among those users is hard to achieve in such an open scenario. Different strategies have been proposed to address these coordination issues, but all of them have been found to be costly for they negatively affect a range of human values (e.g. safety, democracy, accountability…). In this paper, we claim (...) that the negative value impacts entailed by each of these strategies can be interpreted as lack of what we call Meaningful Human Control over different parts of a sociotechnical system. We argue that Meaningful Human Control theory provides the conceptual tools to reduce those unwanted consequences, and show how “designing for meaningful human control” constitutes a valid strategy to address coordination issues. Furthermore, we showcase a possible application of this framework in a highly dynamic urban scenario, aiming to safeguard important values such as safety, democracy, individual autonomy, and accountability. Our meaningful human control framework offers a perspective on coordination issues that allows to keep human actors in control while minimizing the active, operational role of the drivers. This approach makes ultimately possible to promote a safe and responsible transition to full automation. (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)

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)

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)

Self‐driving cars hold out the promise of being much safer than regular cars. Yet they cannot be 100% safe. Accordingly, they need to be programmed for how to deal with crash scenarios. Should cars be programmed to always prioritize their owners, to minimize harm, or to respond to crashes on the basis of some other type of principle? The article first discusses whether everyone should have the same “ethics settings.” Next, the oft‐made analogy with the trolley problem is examined. Then (...) follows an assessment of recent empirical work on lay‐people's attitudes about crash algorithms relevant to the ethical issue of crash optimization. Finally, the article discusses what traditional ethical theories such as utilitarianism, Kantianism, virtue ethics, and contractualism imply about how cars should handle crash scenarios. The aim of the article is to provide an overview of the existing literature on these topics and to assess how far the discussion has gotten so far. (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)

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)

Recent simulations by Scanlon et al. showed seemingly spectacular results for the Waymo self-driving vehicle in simulations of real accident situations. In this paper, it is argued that the selection criteria for accident situations must be modified in accordance with the relevant policy alternatives. While Scanlon et al. compare Waymo with old human-driven vehicles, it is argued here that the relevant policy question is whether we ought to use self-driven vehicles or human-driven vehicles in the future, which means that we (...) need to consider whether other technological solutions, which are available but not broadly used in human-driven vehicles, could result in human-driven vehicles managing to avoid the same accidents. In this article, a proposal for a new standard of selection criteria is made. (shrink)