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)

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 recent research has sought to uncover the neural basis of moral judgment. However, it has remained unclear whether "moral judgments" are sufficiently homogenous to be studied scientifically as a unified category. We tested this assumption by using fMRI to examine the neural correlates of moral judgments within three moral areas: (physical) harm, dishonesty, and (sexual) disgust. We found that the judgment ofmoral wrongness was subserved by distinct neural systems for each of the different moral areas and that these differences (...) were much more robust than differences in wrongness judgments within a moral area. Dishonest, disgusting, and harmful moral transgression recruited networks of brain regions associated with mentalizing, affective processing, and action understanding, respectively. Dorsal medial pFC was the only region activated by all scenarios judged to be morally wrong in comparison with neutral scenarios. However, this region was also activated by dishonest and harmful scenarios judged not to be morally wrong, suggestive of a domain-general role that is neither peculiar to nor predictive of moral decisions. These results suggest that moral judgment is not a wholly unified faculty in the human brain, but rather, instantiated in dissociable neural systems that are engaged differentially depending on the type of transgression being judged. (shrink)

This paper argues against the view that trolley cases are of little or no relevance to the ethics of automated vehicles. Four arguments for this view are outlined and rejected: the Not Going to Happen Argument, the Moral Difference Argument, the Impossible Deliberation Argument and the Wrong Question Argument. In making clear where these arguments go wrong, a positive account is developed of how trolley cases can inform the ethics of automated vehicles.

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)

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)

Historically, cognitivists considered moral choices to be determined by analytic processes. Recent theories, however, have emphasized the role of intuitive processes in determining moral choices. We propose that the engagement of analytic and intuitive processes is contingent on the type of tradeoff being considered. Specifically, when a tradeoff necessarily violates a moral principle no matter what choice is made, as in tragic tradeoffs, its resolution should result in greater moral conflict and less confidence in choice than when the tradeoff offers (...) a moral escape route, as in taboo tradeoffs. We manipulated tradeoff type in between subjects design and confirmed the prediction that tragic tradeoffs prompt more conflict and less confidence than taboo tradeoffs. The findings further revealed that moral conflict mediated the effect of tradeoff type on confidence. The study sheds light on the manner in which human minds resolve moral problems involving social agents. (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)

The nature of moral action versus moral judgment has been extensively debated in numerous disciplines. We introduce Virtual Reality (VR) moral paradigms examining the action individuals take in a high emotionally arousing, direct action-focused, moral scenario. In two studies involving qualitatively different populations, we found a greater endorsement of utilitarian responses–killing one in order to save many others–when action was required in moral virtual dilemmas compared to their judgment counterparts. Heart rate in virtual moral dilemmas was significantly increased when compared (...) to both judgment counterparts and control virtual tasks. Our research suggests that moral action may be viewed as an independent construct to moral judgment, with VR methods delivering new prospects for investigating and assessing moral behaviour. (shrink)

Recent theorizing about the cognitive underpinnings of dilemmatic moral judgment has equated slow, deliberative thinking with the utilitarian disposition and fast, automatic thinking with the deontological disposition. However, evidence for the reflective utilitarian hypothesis—the hypothesized link between utilitarian judgment and individual differences in the capacity for rational reflection has been inconsistent and difficult to interpret in light of several design flaws. In two studies aimed at addressing some of the flaws, we found robust evidence for a reflective minimalist hypothesis—high CRT (...) performers’ tendency to regard utility-optimizing acts as largely a matter of personal prerogative, permissible both to perform and to leave undone. This relationship between CRT and the “minimalist” orientation remained intact after controlling for age, sex, trait affect, social desirability, and educational attainment. No significant association was found between CRT and the strict utilitarian response pattern or CRT and the strict deontological response pattern, nor did we find any significant association between CRT and willingness to act in the utility-optimizing manner. However, we found an inverse association between empathic concern and a willingness to act in the utility-optimizing manner, but there was no comparable association between empathic concern and the deontological judgment pattern. Theoretical, methodological, and normative implications of the findings are discussed. (shrink)