The United States Army’s Future Combat Systems Project, which aims to manufacture a “robot army” to be ready for deployment by 2012, is only the latest and most dramatic example of military interest in the use of artificially intelligent systems in modern warfare. This paper considers the ethics of a decision to send artificially intelligent robots into war, by asking who we should hold responsible when an autonomous weapon system is involved in an atrocity of the sort that would normally (...) be described as a war crime. A number of possible loci of responsibility for robot war crimes are canvassed; the persons who designed or programmed the system, the commanding officer who ordered its use, the machine itself. I argue that in fact none of these are ultimately satisfactory. Yet it is a necessary condition for fighting a just war, under the principle of jus in bellum, that someone can be justly held responsible for deaths that occur in the course of the war. As this condition cannot be met in relation to deaths caused by an autonomous weapon system it would therefore be unethical to deploy such systems in warfare. (shrink)

In his Tanner Lecture of 1979 called ‘Equality of What?’ Amartya Sen asked what metric egalitarians should use to establish the extent to which their ideal is realized in a given society. What aspect of a person’s condition should count in a fundamental way for egalitarians, and not merely as cause of or evidence of or proxy for what they regard as fundamental?

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)

Autonomous vehicles must be programmed with procedures for dealing with trolley-style dilemmas where actions result in harm to either pedestrians or passengers. This paper outlines a Rawlsian algorithm as an alternative to the Utilitarian solution. The algorithm will gather the vehicle’s estimation of probability of survival for each person in each action, then calculate which action a self-interested person would agree to if he or she were in an original bargaining position of fairness. I will employ Rawls’ assumption that the (...) Maximin procedure is what self-interested agents would use from an original position, and then show how the Maximin procedure can be operationalized to produce unique outputs over probabilities of survival. (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)

Many ethicists writing about automated systems attribute agency to these systems. Not only that; they seemingly attribute an autonomous or independent form of agency to these machines. This leads some ethicists to worry about responsibility-gaps and retribution-gaps in cases where automated systems harm or kill human beings. In this paper, I consider what sorts of agency it makes sense to attribute to most current forms of automated systems, in particular automated cars and military robots. I argue that whereas it indeed (...) makes sense to attribute different forms of fairly sophisticated agency to these machines, we ought not to regard them as acting on their own, independently of any human beings. Rather, the right way to understand the agency exercised by these machines is in terms of human–robot collaborations, where the humans involved initiate, supervise, and manage the agency of their robotic collaborators. This means, I argue, that there is much less room for justified worries about responsibility-gaps and retribution-gaps than many ethicists think. (shrink)

The convergence of computing, sensing, and communication technology will soon permit large-scale deployment of self-driving vehicles. This will in turn permit a radical transformation of traffic control technology. This paper makes a case for the importance of addressing questions of social justice in this transformation, and sketches a preliminary framework for doing so. We explain how new forms of traffic control technology have potential implications for several dimensions of social justice, including safety, sustainability, privacy, efficiency, and equal access. Our central (...) focus is on efficiency and equal access as desiderata for traffic control design. We explain the limitations of conventional traffic control in meeting these desiderata, and sketch a preliminary vision for a next-generation traffic control tailored to address better the demands of social justice. One component of this vision is cooperative, hierarchically distributed self-organization among vehicles. Another component of this vision is a priority system enabling selection of priority levels by the user for each vehicle trip in the network, based on the supporting structure of non-monetary credits. (shrink)

Self-driving cars hold out the promise of being safer than manually driven cars. Yet they cannot be a 100 % safe. Collisions are sometimes unavoidable. So self-driving cars need to be programmed for how they should respond to scenarios where collisions are highly likely or unavoidable. The accident-scenarios self-driving cars might face have recently been likened to the key examples and dilemmas associated with the trolley problem. In this article, we critically examine this tempting analogy. We identify three important ways (...) in which the ethics of accident-algorithms for self-driving cars and the philosophy of the trolley problem differ from each other. These concern: the basic decision-making situation faced by those who decide how self-driving cars should be programmed to deal with accidents; moral and legal responsibility; and decision-making in the face of risks and uncertainty. In discussing these three areas of disanalogy, we isolate and identify a number of basic issues and complexities that arise within the ethics of the programming of self-driving cars. (shrink)

We are living through an era of increased robotisation. Some authors have already begun to explore the impact of this robotisation on legal rules and practice. In doing so, many highlight potential liability gaps that might arise through robot misbehaviour. Although these gaps are interesting and socially significant, they do not exhaust the possible gaps that might be created by increased robotisation. In this article, I make the case for one of those alternative gaps: the retribution gap. This gap arises (...) from a mismatch between the human desire for retribution and the absence of appropriate subjects of retributive blame. I argue for the potential existence of this gap in an era of increased robotisation; suggest that it is much harder to plug this gap than it is to plug those thus far explored in the literature; and then highlight three important social implications of this gap. (shrink)

Novel varieties of interplay between humans, robots and software agents are on the rise. Computer-based artefacts are no longer mere tools but have become interaction partners. Distributed problem solving and social agency may be modelled by social computing systems based on multi-agent systems. MAS and agent-based modelling approaches focus on the simulation of complex interactions and relationships of human and/or non-human agents. MAS may be deployed both in virtual environments and cyber-physical systems. With regard to their impact on the physical (...) environment, such systems possess a virtual actuality in a testbed. They have a real actuality when they are employed in real time in order to govern processes in the natural world. Constellations of inter-agency and distributed agency materialize. This paper presents a multidimensional, gradual classification framework for individual and joint agency. Activity level, adaptivity, interaction and personification of others are essential dimensions. The framework allows constellations of distributed and collective agency in socio-technical systems to be analysed in detail. Scenarios where solely humans act can be compared to testbed simulations based on this classification scheme. (shrink)

_Ethical Theory: An Anthology_ is an authoritative collection of key essays by top scholars in the field, addressing core issues including consequentialism, deontology, and virtue ethics, as well as traditionally underrepresented topics such as moral knowledge and moral responsibility. Brings together seventy-six classic and contemporary pieces by renowned philosophers, from classic writing by Hume and Kant to contemporary writing by Derek Parfit, Susan Wolf, and Judith Jarvis Thomson Guides students through key areas in the field, among them consequentialism, deontology, contractarianism, (...) and virtue ethics Includes coverage of metaethics, normative ethics, and practical ethics Reaches beyond traditional texts by also including important, but usually underrepresented, topics such as moral knowledge, moral standing, moral responsibility, and ethical particularism Raises questions about the status and rational authority of morality. (shrink)

Natural Law and Natural Rights is widely recognised as a seminal contribution to the philosophy of law, and an essential reference point for all students of the subject. This new edition includes a substantial postscript by the author responding to thirty years of comment, criticism, and further work in the field.

Introduction to one of the most important, controversial, and suggestive works of moral philosophy ever written.

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)

Principles of distributive justice are normative principles designed to guide the allocation of the benefits and burdens of economic activity.

This volume gives an overview of the rising field of Experimental Ethics. It is organized into five main parts: PART I – Introduction: An Experimental Philosophy of Ethics? // PART II – Applied Experimental Ethics: Case studies // PART III – On Methodology // PART IV – Critical Reflections // PART V – Future Perspectives. Among the contributors: Walter Sinnott-Armstrong, Eric Schwitzgebel, Ezio di Nucci, Jacob Rosenthal, and Fernando Aguiar.

In this paper, we discuss the ethics of automated driving. More specifically, we discuss responsible human-robot coordination within mixed traffic: i.e. traffic involving both automated cars and conventional human-driven cars. We do three main things. First, we explain key differences in robotic and human agency and expectation-forming mechanisms that are likely to give rise to compatibility-problems in mixed traffic, which may lead to crashes and accidents. Second, we identify three possible solution-strategies for achieving better human-robot coordination within mixed traffic. Third, (...) we identify important ethical challenges raised by each of these three possible strategies for achieving optimized human-robot cordination in this domain. Among other things, we argue that we should not just explore ways of making robotic driving more like human driving. Rather, we ought also to take seriously potential ways of making human driving more like robotic driving. Nor should we assume that complete automation is always the ideal to aim for; in some traffic-situations, the best results may be achieved through human-robot collaboration. Ultimately, our main aim in this paper is to argue that the new field of the ethics of automated driving needs take seriously the ethics of mixed traffic and responsible human-robot coordination. (shrink)

This paper explores how the phenomenology of using self-driving cars influences conditions for exercising and ascribing responsibility. First, a working account of responsibility is presented, which identifies two classic Aristotelian conditions for responsibility and adds a relational one, and which makes a distinction between responsibility for (what one does) and responsibility to (others). Then, this account is applied to a phenomenological analysis of what happens when we use a self-driving car and participate in traffic. It is argued that self-driving cars (...) threaten the excercise and ascription of responsibility in several ways. These include the replacement of human agency by machine agency, but also the user’s changing epistemic relation to the environment and others, which can be described in terms of (dis)engagement. It is concluded that the discussion about the ethics of self-driving cars and related problems of responsibility should be restricted neither to general responsibilities related to the use of self-driving cars and its objective risks, nor to questions regarding the behavior, intelligence, autonomy, and ethical “thinking” of the car in response to the objective features of the traffic situations (e.g. various scenarios). Rather, it should also reflect on the shifting experience of the user: how the new technology reshapes the subjectivity of the user and on the morel consequences this has. (shrink)

It will be seen how in place of the wealth and poverty of political economy come the rich human being and rich human need. The rich human being is simultaneously the human being in need of totality of human life-activities — the man in whom his own realization exists as an inner necessity, as need. Marx, Economic and Philosophical Manuscripts of 1844 Svetaketu abstained from food for fifteen days. Then he came to his father and said, `What shall I say?' (...) The father said: `Repeat the Rik, Yagus, and Saman verses.' He replied, `They do not occur to me, Sir.' The father said to him... `Go and eat! Then wilt thou understand me.' Then Svetaketu ate, and afterwards approached his father. And whatever his father asked him, he knew it all by heart.... After that, he understood what his father meant when he said: `Mind, my son, comes from food, breath from water, speech from fire.' He understood what he said, yea, he understood it. Chandogya-Upanishad, VI Prapathaka, 7 Kanda When you love a man you want him to live and when you hate him you want him to die. If, having wanted him to live, you then want him to die, this is a misguided judgment. `If you did not do so for the sake of riches, you must have done so for the sake of novelty.' Confucius, Analects, Book 12. 10. (shrink)

One of the earliest and best-known of Bentham's works, the Introduction to the Principles of Morals and Legislation sets out a profound and innovative philosophical argument. This definitive edition includes both the late H. L. A. Hart's classic essay on the work and a new introduction by F. Rosen.

Various authors hold that what is wrong with risk imposition is that being at risk diminishes the opportunities available to an agent. Arguably, even when risk does not result in material or psychological damages, it still represents a setback in terms of some legitimate interests. However, it remains to be specified what those interests are. This article argues that risk imposition represents a diminishment of overall freedom. Freedom will be characterized in empirical terms, as the range of unimpeded actions available (...) to an agent. After briefly outlining the main characteristics of overall freedom as defended by Hillel Steiner and Ian Carter, the article shows that this notion is able to capture many of our intuitions about when and how risk imposition disadvantages an agent, without reference to welfare indicators. The article argues that if this non-welfarist perspective can be defended, then it would be easier to approach a number of applied questions about risk, including the questions of when risk imposition is permissible or legitimate, in which ways risk can be an object of distributive justice and how one can be compensated for being subject to a risk. (shrink)