The book Poincaré, Philosopher of Science – Problems and Perspectives, edited by María de Paz and Robert DiSalle, is the result of various colloquia and conferences organized by the Portuguese project bearing the same name. The project, initiated by University of Lisbon, brought together scholars of many different countries to speak about the three main philosophical facets of Henri Poincaré: as a philosopher of science in general, as a philosopher of mathematics, and as a philosopher of physics.

This article was produced as an introduction to a Portuguese translation of an article by Henri Poincaré titled "The new conceptions of matter". The aim of this introduction was to shortly summarize Poincaré's scientific and philosophical production, to approach the circumstances on which the text was originally presented and, finally, to analyze the relationship - or the lack of it - that Poincaré establishes between science and materialism.

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)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Make, Model, Type, Origin, DriveTrain, MSRP, Invoice, EngineSize, Cylinders, Horsepower, MPG_Highway, Weight, Wheelbase, Length. ANN was used in prediction of the number of miles per gallon when the car is driven in the city(MPG_City). The results showed that ANN model was able to predict MPG_City with 97.50 (...) % accuracy. The factor of DriveTrain has the most influence on MPG_City evaluation. Similar studies can be carried out for the evaluation of other characteristics of cars. (shrink)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Make, Model, Type, Origin, DriveTrain, MSRP, Invoice, EngineSize, Cylinders, Horsepower, MPG_Highway, Weight, Wheelbase, Length. ANN was used in prediction of the number of miles per gallon when the car is driven in the city(MPG_City). The results showed that ANN model was able to predict MPG_City with 97.50 (...) % accuracy. The factor of DriveTrain has the most influence on MPG_City evaluation. Similar studies can be carried out for the evaluation of other characteristics of cars. (shrink)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Buying, Maint, Doors, Persons, Lug_boot, Safety, and Overall. ANN was used in forecasting car acceptability. The results showed that ANN model was able to predict the car acceptability with 99.12 %. The factor of Safety has the most influence on car acceptability evaluation. Comparative study method is (...) suitable for the evaluation of car acceptability forecasting, can also be extended to all other areas. (shrink)

This paper offers with the theoretical and computational evaluation of optimal& robust controlproblems, with the goal of providing answers to them with MATLAB simulation.For the robust control,  -synthesis controller and for the optimal control, LQR controller are designed for a quarter car active suspension system to maximize the ride comfort and road handling criteria’s of the vehicle. The proposed controllers are designed using Matlab script program using time domain analysis for the four road disturbances (bump, random sine pavement and (...) white noise) for the control targets suspension deflection, body acceleration and body travel. Finally the simulation result proves the effectiveness of the active suspension system with  -synthesis controller. (shrink)

In this paper an Artificial Neural Network (ANN) model was used to help cars dealers recognize the many characteristics of cars, including manufacturers, their location and classification of cars according to several categories including: Make, Model, Type, Origin, DriveTrain, MSRP, Invoice, EngineSize, Cylinders, Horsepower, MPG_Highway, Weight, Wheelbase, Length. ANN was used in prediction of the number of miles per gallon when the car is driven in the city(MPG_City). The results showed that ANN model was able to predict MPG_City with 97.50 (...) % accuracy. The factor of DriveTrain has the most influence on MPG_City evaluation. Similar studies can be carried out for the evaluation of other characteristics of cars. (shrink)

In “Normativity and Epistemic Intuitions”, Weinberg, Nichols and Stich famously argue from empirical data that East Asians and Westerners have different intuitions about Gettier -style cases. We attempted to replicate their study about the Car case, but failed to detect a cross - cultural difference. Our study used the same methods and case taken verbatim, but sampled an East Asian population 2.5 times greater than NEI’s 23 participants. We found no evidence supporting the existence of cross - cultural difference about (...) the intuition concerning the Gettier car case. Taken together with the failures of both of the existing replication studies, our results provide strong evidence that the purported cross - cultural difference in Gettier intuitions does not exist. (shrink)

The issue of how to identify the liability of subjects after a traffic accident takes place remains a puzzle regarding the SAE classification system. The SAE system is not good at dealing with the problem of responsibility evaluation; therefore, building a new classification system for self-driving cars from the perspective of the subject's liability is a possible way to solve this problem. This new system divides automated driving into three levels: i) assisted driving based on the will of drivers, ii) (...) automated driving based on the will of the manufacturers, and iii) fully automated driving based on social will. The corresponding responsible subjects for level one, level two, and level three are the drivers, the manufacturers, and society, respectively. (shrink)

To improve the street managing and passenger comfort of a vehicle, a suspension system is furnished. An active suspension device is considered to be better than the passive suspension device. In this paper, 2 degree of freedom of an active suspension system of a linear vehicle are designed, that's challenge to oneof-a-kind disturbances on the road. Since the parametric uncertainty inside the spring, the shock absorber, the mass and the actuator has been taken into consideration, robust control is used. In (...) this paper, H∞ and µ-synthesis controllers are used to enhance using consolation and the capability to force the car on the road. For the analysis of the time domain, a MATLAB script software become used and a check with 4 road disturbance inputs (bump, random, sinusoidal and harmonic) became carried out for suspension deflection, body acceleration and travel of the body for the energetic suspension with the H∞ controller and the active suspension with the µ-synthesis controller and the comparative simulation and the reference consequences display the effectiveness of the active suspension system with the µ-synthesis controller. (shrink)

Recently, active suspension system will become important to the vehicle industries because of its advantages in improving road managing and ride comfort. This paper offers the development of mathematical modelling and design of a neural network control approach. The paper will begin with a mathematical model designing primarily based at the parameters of the active suspension system. A nonlinear three by four-way valve-piston hydraulic actuator became advanced which will make the suspension system under the active condition. Then, the model can (...) be analyzed thru MATLAB/Simulink software program. Finally, the NARMA-L2, model reference and predictive controllers are designed for the active suspension system. The results are acquired after designing the simulation of the quarter-car nonlinear active suspension system. From the simulation end result using MATLAB/Simulink, the response of the system might be as compared between the nonlinear active suspension system with NARMA-L2, model reference and predictive controllers. Besides that, the evaluation has been made between the proposed controllers thru the characteristics of the manage objectives suspension deflection, body acceleration and body travel of the active suspension system. . As a conclusion, designing a nonlinear active suspension system with a nonlinear hydraulic actuator for quarter car model has improved the car performance by using a NARMA-L2 controller. The improvements in performance will improve road handling and ride comfort performance of the active suspension system. (shrink)

This paper affords the design and improvement of a semi-active suspension system for an automobile. The main idea is to increase the semi-active suspension system damping vibration of the automobile body even as crossing the bump and sine pavement on the road. This system is modelled for 1 / 4 car system after which the entire system has been simulated usingMat lab/Simulink. It is used to physically simulate the quarter vehicle system of the automobile and have a look at the (...) time domain response to the road disturbances.H infinity controllers is used to govern the damping properties of the semi-active suspension system mechanically. The system is designed in contrast to the most of the available suspension systems using a third order hydraulic actuator. The proposed system is compared with H2 optimal controller to test the performance of the system for the control targets suspension deflection, body acceleration and body travel for the bump and sine road disturbances. The simulation result of this studies reveal the efficiency of the advanced H∞controller for the quarter car semi-active suspension system. (shrink)

There is a growing body of scholarship on the ethics of autonomous vehicles. Yet the ethical discourse has mostly been focusing on the behavior of the vehicle in accident scenarios. This paper offers a different ethical prism: the implications of the autonomous vehicle for human well-being. As such, it contributes to the growing discourse on the wider societal and moral implications of the autonomous vehicle. The paper is premised on the neo-Aristotelian approach which holds that as human beings, our well-being (...) depends on developing and exercising our innate human capacities: to know, understand, love, be sociable, imagine, create and use our bodies and use our willpower. To develop and exercise these capacities, our environments need to provide a range of opportunities which will trigger the development and exercise of the capacities. The main argument advanced in the paper is that one plausible future of the autonomous vehicle—a future of single-rider autonomous vehicles—may effectively reduce the opportunities to develop and exercise our capacities to know, be sociable and use our willpower. It will therefore be bad for human well-being, and this provides us with a moral reason to resist this plausible future and search for alternative ones. (shrink)

To improve road dealing with and passenger consolation of a vehicle, a suspension system is supplied. An active suspension system is taken into consideration better than the passive suspension system. In this paper, an active suspension system of a linear quarter vehicle is designed, that's issue to exclusive disturbances on the road. Since the parametric uncertainty within the spring, the shock absorber and the actuator has been taken into consideration, robust control is used. H∞ and µ-Synthesis controllers of are used (...) to improve using consolation and road dealing with potential of the vehicle, in addition to confirm the sturdy stability and overall performance of the system. In the H∞ design, we designed a driving force for passenger consolation and to preserve the deflection of the suspension small and to reduce the disturbance of the road to the deflection of the suspension. For the µ synthesis system, we designed a controller with hydraulic actuator and uncertainty model. We designed a MATLAB / SIMULINK model for the active suspension system with the H∞ and µ-synthesis controllers we tested the use of 4 road disturbance inputs (bump, random, sinusoidal pavement and slope) for deflection of the suspension, body acceleration and body travel for passive, active suspension with controller and active suspension without controller. Finally, we evaluate the H∞ and µ-synthesis controllers with a Simulink model for suspension deflection, body acceleration and body travel simulation, and the result suggests that both designs offer correct overall performance, however the H∞ controller has superior overall performance as compared to the µ-synthesis controller. (shrink)

This study investigated the rhetorical move structure of the dental sciences research article abstract (RAA) genre using Swales’ (2004) model of move analysis, CARS (Create a Research Space), to find the frequency of rhetorical moves and steps in RAAs of the selected journals and also to examine the association between the frequency of moves and steps in the RAAs. To this end, 251 abstracts from articles published in 2018, 2019, and 2020 in four Iranian PubMed-indexed dentistry journals were selected and (...) examined. The frequencies were counted and compared using the Chi Square statistic. The findings revealed that all of the abstracts included M3S4 and M3S5, and all but only one, included M3S1. Yet, M3S2 and M3S7 had not been used in the abstracts whatsoever, and M1S3 had been employed only once. It was also found that the RAAs in the Journal of Dentistry and the Dental Research Journal used the steps considerably more frequently than the RAAs in the Journal of Dental Research and Frontiers in Dentistry. The findings of this study can provide EAP instructors with practical insights into the needs and wants of dental students, and also serve as a complement to the guidelines for academic writing for dental researchers to produce more received RAAs. (shrink)

Human relationships with cars are multifaceted and morally fraught. Cars serve multiple functions, and generate experiences characteristic of both fine art and everyday aesthetic experience – but they’re also the roots of dire eco-social ills. Recent theories tend to undermine the aesthetic aspects of human-automobile relationships in order to emphasize cars’ ethically problematic effects. But cars’ shameful consequences need not cancel out their beauty or their relevance to aesthetic theories. I suggest that David Hume’s aesthetic tenets demonstrate how and why (...) cars are beautiful, foregrounding considerations that automobile aesthetics can’t afford to ignore but that risk being obscured by cars’ positively and negatively charged status. For instance, Hume underscores rational choice as an element of aesthetic experience: we can choose how and when to experience cars’ beauty or ugliness. According to Hume, utility tends to inspire sentiments of beauty; and what is ethically good is most useful to humanity at large. But tension arises from this principle, as Hume finds that even socially harmful phenomena are yet aesthetically interesting. This provocative tension is at the heart of the aesthetic appreciation of cars, and is part of what makes such appreciation worthwhile. Hume paves the way to a realistic aesthetics of automobiles that can account for their problematic effects while refusing to downplay their aesthetic potential. This paper was presented at the 2011 Meeting of the American Society for Aesthetics in Tampa, Florida. (shrink)

In Southeast Asian countries (SEA), road transport accounts for the main energy consumption and CO2 emission. Air pollution is a major concern in densely populated cities such as Bangkok, Manila, and Kuala Lumpur. The main objective of this paper is to give insights on trends of transport development, car ownership, and CO2 emissions in Southeast Asia. This study also attempts to review the successful transportation policies around the globe and to introduce the possible instruments that can help reduce air pollution (...) in Southeast Asian countries. Economic instruments to estimate the benefits of a cleaner environment due to new policies are introduced as well. The results of this research could help policy makers consider approaches that could internalize external costs of transportation and maximize the societal welfare. (shrink)

Artificial Intelligence (AI) is a technology that makes machines smart and capable of doing things that usually require human intelligence. AI works by training machines to learn from data and experiences. Such devices can recognize patterns, understand spoken language, see and understand images, and even make predictions based on their learning. Voice assistants like Siri or Alexa can understand our voice commands, answer questions, and perform tasks for us. AI-based self-driving cars can sense their surroundings, make decisions, and drive safely (...) without a human driver. AI also helps doctors diagnose diseases, detect fraud in financial transactions, and recommend movies or songs based on one’s preferences. Furthermore, AI has started to make its presence felt in Punjabi culture through various avenues. (shrink)

Forests, cars and orchestras are very different ontological entities, and yet very similar in some aspects. The relationships they have with the elements they are composed of is often assumed to be reducible to standard ontological relations, like parthood and constitution, but how this could be done is still debated. This paper sheds light on the issue starting from a linguistic and philosophical analysis aimed at understanding notions like plurality, collective and composite, and propos- ing a formal approach to characterise (...) them. We conclude the presentation with a discussion and analysis of social groups within this framework. (shrink)

Suppose a police car gives chase to some violent criminals, putting innocent bystanders at risk. The criminals have not threatened the police in any way; so we would not normally say that the police have been coerced into chasing. Nor are the police merely responding to natural circumstances, so they are not acting under necessity, in the usual sense. The case is different from one in which an ambulance speeds to hospital, putting innocent bystanders at risk, because the reason for (...) the police speeding has to do with the unreasonable behaviour of others. Yet that unreasonable behaviour does not constitute threatening behaviour. How then should we describe what happened? (shrink)

Drink driving causes great suffering and material destruction. The alcohol interlock promises to eradicate this problem by technological design. Traditional counter-measures to drink driving such as policing and punishment and information campaigns have proven insufficient. Extensive policing is expensive and intrusive. Severe punishment is disproportionate to the risks created in most single cases. If the interlock becomes inexpensive and convenient enough, and if there are no convincing moral objections to the device, it may prove the only feasible as well as (...) the only justifiable solution to the problem of drink driving. A policy of universal alcohol interlocks, in all cars, has been proposed by several political parties in Sweden and is supported by the National Road Administration and the 2006 Alcohol Interlock Commission. This article assesses two possible moral objections to a policy of universal interlocks: (i) that it displaces the responsibility of individual drivers and (ii) that it constitutes a paternalistic interference with drivers. The first objection is found unconvincing, while the second has only limited bite and may be neutralized if paternalism is accepted for the sake of greater net liberty. Given the expected technological development, the proposed policy seems a commendable health promotion measure for the near future. (shrink)

Whether we ought to trust the testimony of another person is often thought to primarily depend on features like their evidence, knowledge, or level of expertise. No doubt these are epistemically relevant features. However, a recent paper by Justin P. McBrayer (2024) convincingly argues that a testifier's interests may be more important than their expertise when it comes to how we should allocate our epistemic trust in them. Just think of the proverbial used car salesman. You should not trust what (...) he tells you, and realizing that he is an expert only seems to make things worse. In this reply, I consider McBrayer’s basic insight, constructively criticize his view, and tentatively explore further territory. (shrink)

We live in a world of crowds and corporations, artworks and artifacts, legislatures and languages, money and markets. These are all social objects — they are made, at least in part, by people and by communities. But what exactly are these things? How are they made, and what is the role of people in making them? In The Ant Trap, Brian Epstein rewrites our understanding of the nature of the social world and the foundations of the social sciences. Epstein explains (...) and challenges the three prevailing traditions about how the social world is made. One tradition takes the social world to be built out of people, much as traffic is built out of cars. A second tradition also takes people to be the building blocks of the social world, but focuses on thoughts and attitudes we have toward one another. And a third tradition takes the social world to be a collective projection onto the physical world. Epstein shows that these share critical flaws. Most fundamentally, all three traditions overestimate the role of people in building the social world: they are overly anthropocentric. Epstein starts from scratch, bringing the resources of contemporary metaphysics to bear. In the place of traditional theories, he introduces a model based on a new distinction between the grounds and the anchors of social facts. Epstein illustrates the model with a study of the nature of law, and shows how to interpret the prevailing traditions about the social world. Then he turns to social groups, and to what it means for a group to take an action or have an intention. Contrary to the overwhelming consensus, these often depend on more than the actions and intentions of group members. (shrink)

“Since the actions I perform as an individual only have an inconsequential effect on the threat of climate change,” a common argument goes, “it cannot be morally wrong for me to take my car to work everyday or refuse to recycle.” This argument has received a lot of scorn from philosophers over the years, but has actually been defended in some recent articles. A more systematic treatment of a central set of related issues shows how maneuvering around these issues is (...) no easy philosophical task. In the end, it appears, the argument from inconsequentialism indeed is correct in typical cases, but there are also important qualificatory considerations. (shrink)

Norm theory (Kahneman & Miller, 1986) described a tendency for people to associate stronger regret with a negative outcome when it is a result of an exception (abnormal behavior) compared to when it is a result of routine (normal behavior). In two pre-registered studies, we conducted a replication and extension of three classic experiments on past behavior exception/routine contrasts (N = 684). We successfully replicated Kahneman and Miller’s (1986) experiments with the classic hitchhiker-scenario (Part 1) and car accident-scenario (Part 2). (...) In both cases, participants examined negative outcomes and tended to indicate a protagonist who deviated from own past behavior as more regretful than another who followed routine. Pre-registered extensions also showed effects for ratings of social norms, negative affect, and perceived luck. We did not find support for the Miller and McFarland (1986) experiment robbery scenario (Part 3) using a compensation measure, in that compensation to a victim of a robbery was not significantly different comparing exceptional and routine circumstances. However, a pre-registered extension showed that robbery under exceptional circumstances was regretted more than robbery under routine circumstances. We discuss implications for current and future research. (shrink)

Harman’s lottery paradox, generalized by Vogel to a number of other cases, involves a curious pattern of intuitive knowledge ascriptions: certain propositions seem easier to know than various higher-probability propositions that are recognized to follow from them. For example, it seems easier to judge that someone knows his car is now on Avenue A, where he parked it an hour ago, than to judge that he knows that it is not the case that his car has been stolen and driven (...) away in the last hour. Contextualists have taken this pattern of intuitions as evidence that ‘knows’ does not always denote the same relationship; subject-sensitive invariantists have taken this pattern of intuitions as evidence that non-traditional factors such as practical interests figure in knowledge; still others have argued that the Harman Vogel pattern gives us a reason to abandon the principle that knowledge is closed under known entailment. This paper argues that there is a psychological explanation of the strange pattern of intuitions, grounded in the manner in which we shift between an automatic or heuristic mode of judgment and a controlled or systematic mode. Understanding the psychology behind the pattern of intuitions enables us to see that the pattern gives us no reason to abandon traditional intellectualist invariantism. The psychological account of the paradox also yields new resources for clarifying and defending the single premise closure principle for knowledge ascriptions. (shrink)

Every year, the Vietnamese people reportedly burned about 50,000 tons of joss papers, which took the form of not only bank notes, but iPhones, cars, clothes, even housekeepers, in hope of pleasing the dead. The practice was mistakenly attributed to traditional Buddhist teachings but originated in fact from China, which most Vietnamese were not aware of. In other aspects of life, there were many similar examples of Vietnamese so ready and comfortable with adding new norms, values, and beliefs, even contradictory (...) ones, to their culture. This phenomenon, dubbed “cultural additivity”, prompted us to study the co-existence, interaction, and influences among core values and norms of the Three Teachings –Confucianism, Buddhism, and Taoism–as shown through Vietnamese folktales. By applying Bayesian logistic regression, we evaluated the possibility of whether the key message of a story was dominated by a religion (dependent variables), as affected by the appearance of values and anti-values pertaining to the Three Teachings in the story (independent variables). Our main findings included the existence of the cultural additivity of Confucian and Taoist values. More specifically, empirical results showed that the interaction or addition of the values of Taoism and Confucianism in folktales together helped predict whether the key message of a story was about Confucianism, β{VT ⋅ VC} = 0.86. Meanwhile, there was no such statistical tendency for Buddhism. The results lead to a number of important implications. First, this showed the dominance of Confucianism because the fact that Confucian and Taoist values appeared together in a story led to the story’s key message dominated by Confucianism. Thus, it presented the evidence of Confucian dominance and against liberal interpretations of the concept of the Common Roots of Three Religions (“tam giáo đồng nguyên”) as religious unification or unicity. Second, the concept of “cultural additivity” could help explain many interesting socio-cultural phenomena, namely the absence of religious intolerance and extremism in the Vietnamese society, outrageous cases of sophistry in education, the low productivity in creative endeavors like science and technology, the misleading branding strategy in business. We are aware that our results are only preliminary and more studies, both theoretical and empirical, must be carried out to give a full account of the explanatory reach of “cultural additivity”. (shrink)

This article reviews the reasons scholars hold that driverless cars and many other AI equipped machines must be able to make ethical decisions, and the difficulties this approach faces. It then shows that cars have no moral agency, and that the term ‘autonomous’, commonly applied to these machines, is misleading, and leads to invalid conclusions about the ways these machines can be kept ethical. The article’s most important claim is that a significant part of the challenge posed by AI-equipped machines (...) can be addressed by the kind of ethical choices made by human beings for millennia. Ergo, there is little need to teach machines ethics even if this could be done in the first place. Finally, the article points out that it is a grievous error to draw on extreme outlier scenarios—such as the Trolley narratives—as a basis for conceptualizing the ethical issues at hand. (shrink)

It is not a particularly hard thing to want or seek explanations. In fact, explanations seem to be a large and natural part of our cognitive lives. Children ask why and how questions very early in development and seem genuinely to want some sort of answer, despite our often being poorly equipped to provide them at the appropriate level of sophistication and detail. We seek and receive explanations in every sphere of our adult lives, whether it be to understand why (...) a friendship has foundered, why a car will not start, or why ice expands when it freezes. Moreover, correctly or incorrectly, most of the time we think we know when we have or have not received a good explanation. There is a sense both that a given, successful explanation satisfies a cognitive need, and that a questionable or dubious explanation does not. There are also compelling intuitions about what make good explanations in terms of their form, that is, a sense of when they are structured correctly. (shrink)

AI systems, like self-driving cars, healthcare robots, or Autonomous Weapon Systems, already play an increasingly important role in our lives and will do so to an even greater extent in the near future. This raises a fundamental philosophical question: who is morally responsible when such systems cause unjustified harm? In the paper, we argue for the admittedly surprising claim that some of these systems can themselves be morally responsible for their conduct in an important and everyday sense of the term—the (...) attributability sense. More specifically, relying on work by Nomy Arpaly and Timothy Schroeder (In Praise of Desire, OUP 2014), we propose that the behavior of these systems can manifest their ‘quality of will’ and thus be regarded as something they can be blameworthy for. We develop this position in detail, justify some of its crucial presuppositions, and defend it against potential objections. (shrink)

Reductionists about knowledge-wh hold that "s knows-wh" (e.g. "John knows who stole his car") is reducible to "there is a proposition p such that s knows that p, and p answers the indirect question of the wh-clause." Anti-reductionists hold that "s knows-wh" is reducible to "s knows that p, as the true answer to the indirect question of the wh-clause." I argue that both of these positions are defective. I then offer a new analysis of knowledge-wh as a special kind (...) of de re knowledge. (shrink)

Considérez les énoncés suivants : « La bombe a causé la destruction du pont » ; « L’explosion de la bombe a causé la destruction du pont » ; « Booth a causé la mort de Lincoln » ; et « Le tir de Booth a causé la mort de Lincoln ». Ces énoncés suggèrent que les objets, tels que les bombes ou les personnes, font partie de la catégorie ontologique des causes, au même titre que les évènements, comme le (...) tir de Booth et l’explosion de la bombe. À première vue, le fait que les objets et les personnes puissent être des causes n’a rien de particulièrement surprenant. Cependant, les philosophes du XXe siècle ont fait preuve d’une extrême méfiance à l’égard de cette idée. Une majorité de philosophes ont trouvé l’idée même de causalité par des objets ou des agents inintelligible, à tel point que les théories standards de la causalité présupposent que les entités reliées comme causes à effets sont des évènements, ou encore des faits, des propriétés ou des états. Pourtant, cette hostilité à l’égard de la causalité des objets est relativement récente ; la causalité agentive semble, au moins jusqu’à Thomas Reid (1710-1796), avoir été la norme, et non le mystère. La mise à l’écart des objets et des agents de la catégorie de cause est-elle justifiée ? Un nombre grandissant de philosophes, les agentialistes (agent-causalists), soutiennent que non et cherchent à réhabiliter l’idée de causalité agentive (par des agents) et/ou substantielle (par des substances), tandis que d’autres, les évènementialistes (event-causalists), défendent que celle-ci est au mieux réductible à la causalité entre évènements, ou au pire que l’idée est incohérente. L’importance de cette question n’est pas négligeable, car elle revient à demander quels sont les moteurs du changement. En effet, nous voulons savoir si certains objets tels que les couteaux, les bombes, les animaux et les personnes sont parfois à l’origine du changement, ou si tout effet procède uniquement de changements antérieurs, d’évènements. Existe-t-il une relation causale, la causalité agentive ou substantielle, reliant objets et changements, différente des relations causales habituellement traitées par les philosophes de la causalité ? Quelle est sa relation avec la causalité évènementielle ? Et comment fonctionne-t-elle ? (shrink)

The transport sector is one of the largest sources of greenhouse gas emissions in New Zealand. To address this issue, the government is planning a set of actions to be implemented in the next 15 years. One of these actions deals with transport emissions and targets for a reduction in light vehicle travel. However, to achieve this goal, there is a need for both an updated assessment of effective interventions and an analysis of their relevance and applicability to the New (...) Zealand context. This report seeks to close the gap by conducting a narrative literature review of a collection of existing literature, supplemented with some targeted searches. With the focus on evidence relevant to New Zealand’s largest and fastest growing urban environments, the report identified 24 publicly available research outputs from around the world (mainly from Western European countries). The papers assessed differ not only in the type of research method and analysis applied but also the form of intervention (s) evaluated, the duration of the intervention and follow-up periods, the characteristics of the population groups or intervention sites studied, the measures, results and metrics relevant to New Zealand, and the outcomes of the interventions. Although these differences may represent a challenge in terms of comparability and transferability, they also provide opportunities and lessons for policy-and decision-makers. Finally, the report discusses the implications of the review and its findings and provides some directions and recommendations for future research, policy and practice for the measurement and evaluation of interventions. (shrink)

Abstract— As electric cars are environmentally friendly, their use will reduce air pollution. Electric pedicabs, which are designed to solve the transportation problems of people from electric vehicles designed for different purposes, are widely used in many cities, especially since they are a very effective means of transportation in the city. However, serious research is needed on increasing the performance of the electric rickshaws, especially their batteries. The most important factor that determines the vehicle's range is the capacity of the (...) vehicle's battery. In this study, it has been shown that it is possible to use battery for longer periods with some important changes by conducting a research on pedicab batteries. (shrink)

Climate change appears to be a classic aggregation problem, in which billions of individuals perform actions none of which seem to be morally wrong taken in isolation, and yet which combine to drive the global concentration of greenhouse gases (GHGs) ever higher toward environmental (and humanitarian) catastrophe. When an individual can choose between actions that will emit differing amounts of GHGs―such as to choose a vegan rather than carnivorous meal, to ride a bike to work rather than drive a car, (...) or to take a reusable bag to the supermarket rather than send another plastic bag to landfill―does she have any reason to choose the lower-emitting actions? In this chapter I'll reject the claim that individuals don't make a difference when it comes to climate change. I first discuss making a difference with every action, as a way of getting clearer about how individuals' actions impact causally on the harms resulting from climate change, making a distinction so far overlooked in the climate ethics discussion between 'macro' thresholds like ice-cap melt, and 'micro' thresholds like severe weather events. I set aside making a difference with every action as implausible, and then move on to discuss both low probability of major difference, and high probability of minor difference. I argue that both of these are plausible characterizations of individuals' causal contributions to climate change. I conclude by noting some policy implications of having (probabilistic) individual difference-making back in play. (shrink)

This paper argues that the role of knowledge in the explanation and production of intentional action is as indispensable as the roles of belief and desire. If we are interested in explaining intentional actions rather than intentions or attempts, we need to make reference to more than the agent’s beliefs and desires. It is easy to see how the truth of your beliefs, or perhaps, facts about a setting will be involved in the explanation of an action. If you believe (...) you can stop your car by pressing a pedal, then, if your belief is true, you will stop. If it is false, you will not. By considering cases of unintentional actions, actions involving luck and cases of deviant causal chains, I show why knowledge is required. By looking at the notion of causal relevance, I argue that the connection between knowledge and action is causal and not merely conceptual. (shrink)

Moorean arguments are a popular and powerful way to engage highly revisionary philosophical views, such as nihilism about motion, time, truth, consciousness, causation, and various kinds of skepticism (e.g., external world, other minds, inductive, global). They take, as a premise, a highly plausible first-order claim (e.g., cars move, I ate breakfast before lunch, it’s true that some fish have gills) and conclude from it the falsity of the highly revisionary philosophical thesis. Moorean arguments can be used against nihilists in ethics (...) (error theorists), too. Recently, error theorists have recognized Moorean arguments as a powerful challenge and have tried to meet it. They’ve argued that moral Moorean premises seem highly credible to us, but aren’t, by offering various debunking explanations. These explanations all appeal to higher-order evidence—evidence of error in our reasoning. I argue that drawing attention to higher-order evidence is a welcome contribution from error theorists, but that the higher-order evidence actually counts further against error theoretic arguments—including their debunking explanations—and further in favor of Moorean arguments and the commonsense views they support. Along the way I answer a few prominent objections to Moorean arguments: that they are objectionably question-begging, rely on categorizing some facts as “Moorean Facts”, and that reports of one’s credence in a proposition bears no interesting relation to that proposition’s credibility. (shrink)

Experiences of embodied remembering are familiar and diverse. We settle bodily into familiar chairs or find our way easily round familiar rooms. We inhabit our own kitchens or cars or workspaces effectively and comfortably, and feel disrupted when our habitual and accustomed objects or technologies change or break or are not available. Hearing a particular song can viscerally bring back either one conversation long ago, or just the urge to dance. Some people explicitly use their bodies to record, store, or (...) cue memories. Others can move skilfully, without stopping to think, in complex and changing environments thanks to the cumulative expertise accrued in their history of fighting fires, or dancing, or playing hockey. The forms of memory involved in these cases may be distinct, operating at different timescales and levels, and by way of different mechanisms and media, but they often cooperate in the many contexts of our practices of remembering. (shrink)

The objective of this work is to explore the notion of “action” and “agency” in artificial intelligence (AI). It employs a metaphysical notion of action and agency as an epistemological tool in the critique of the notion of “action” and “agency” in artificial intelligence. Hence, both a metaphysical and cognitive analysis is employed in the investigation of the quiddity and nature of action and agency per se, and how they are, by extension employed in the language and science of artificial (...) intelligence. The advent of the science of artificial intelligence and cognitive science, and the technological applications of artificial intelligence in the production of agents such as driverless cars and expert systems, have raised the question of moral, ethical and/or legal responsibility in AI agents. This has re-emphasized the importance of the philosophical discourse on the notions of action and agency, which in contemporary intellectual discourse are now perceived to be phenomena within the epistemic competence of the natural sciences. This paper argues that AI systems do not and cannot possess free agency and autonomy, thus cannot be morally and ethically responsible, hence, it recommends a socio-political response to the question of responsibility in AI. It is then the duty of individual nations, or the global community to define and enact policies on who shoulders the responsibility of actions executed by AIs. (shrink)

Though there are many challenges to Ekman’s thesis that there are basic emotions with universal corresponding facial expressions, our main criticism revolves around the extent to which grounding situations alter how people read faces. To that end, we recruit testifying experimental studies that show identical faces expressing varying emotions when contextualized differently. Rather than dismissing these as illusions, we start with the position—generally favored by embodied thinkers—that situations are primary: they are where specifiable and hence knowable properties first show up. (...) We further argue that situationally inflected emotional expressions are informationally meaningful. We reject the idea that reading expressions is primarily about ascertaining internal mental states, arguing instead that people are registering overall situations when looking at faces. However, if mind is understood as a situated phenomenon that extends into active ecological frames, then one can still argue that mindreading is going on. Although we do not claim isolated things like cliffs or cars have agency, we speculate networked systems with cliffs, people, cars, bears, etc., collectively function with intentionality, more so if advancing a robust situated mind thesis, contra figures like Dennett who argue that people over-impute mind to things. Our position has practical implications insofar as it casts doubts on recent attempts to develop AI systems that extract emotional intent out of facial expressions since many of these systems are grounded on Ekman’s basic view. (shrink)

I propose a distinction between design intentions, activities and products, as opposed to artistic intentions, activities and artworks. Examples of design products would include a specific type of car (or any other invention or device) as well as closer relatives of art such as decorative wall designs. In order to distinguish artistic from design intentions, I present an example in which two sculptors independently work on a single object to produce two sculptures, which are distinct just because the artistic intentions (...) of the sculptors are distinct. This case is then contrasted with an attempted parallel example for design intentions, which fails to produce two correspondingly distinct design products in spite of the different design intentions of its designers. I argue that this failure occurs because designs are types, for which any single token of a given type could not simultaneously be a token of some other type of the same general kind; whereas the possibility of my sculptural 'double artwork' example shows that such artworks cannot be types. I then further investigate the concept of a design, and conclude by arguing that an extension of my sculptural example shows that literary artworks also cannot be types. (shrink)

Once upon a time, during a large and international conference of the world's leading philosophers, an angel miraculously appeared and said, "I come to you as a messenger from God. You will be permitted to ask any one question you want - but only one! - and I will answer that question truthfully. What would you like to ask?" The philosophers were understandably excited, and immediately began a discussion of what would be the best question to ask. But it quickly (...) became obvious that they needed more time to discuss the matter, so they asked the angel if he could get back to them. The angel was obliging, and said that he would return at the same time the next day. "But be prepared then," he warned them, "for you will only get this one chance." All of the philosophers gathered at the convention worked at a frenzied pace for the next twenty-four hours, proposing and weighing the merits of various questions. Other philosophers from around the world became involved as well, faxing and emailing their suggestions. Some were in favor of asking the kind of practical question that lots of people might like to know the answer to, such as this one: Q1 Is it better to check your oil when the car is hot or when it is cold? But others said they should not squander this rare opportunity, which gave them a chance to learn something about a truly important and intrinsically interesting topic, and after some discussion it was generally agreed that this was right. (shrink)

Introduction: This study delves into the ethical dimensions surrounding autonomous vehicles (AVs), with a specific focus on decision-making algorithms. Termed the “Trolley problem,” an ethical quandary arises, necessitating the formulation of moral algorithms grounded in ethical principles. To address this issue, an online survey was conducted with 460 participants in China, comprising 237 females and 223 males, spanning ages 18 to 70. -/- Methods: Adapted from Joshua Greene’s trolley dilemma survey, our study employed Yes/No options to probe participants’ choices and (...) Likert scales to gauge moral acceptance. The primary objective was to assess participants’ inclinations toward four distinct algorithmic strategies—Utilitarianism, Rawlsianism, Egoism, and a Hybrid approach—in scenarios involving AVs -/- Results: Our findings revealed a significant disparity between participants’ preferences in scenarios related to AV design and those focused on purchase decisions. Notably, over half of the respondents expressed reluctance to purchase AVs equipped with an “egoism” algorithm, which prioritizes the car owner’s safety. Intriguingly, the rejection rate for “egoism” was similar to that of “utilitarianism,” which may necessitate self-sacrifice. -/- Discussion: The hybrid approach, integrating “Utilitarianism” and “Egoism,” garnered the highest endorsement. This highlights the importance of balancing self-sacrifice and harm minimization in AV moral algorithms. The study’s insights are crucial for ethically and practically advancing AV technology in the continually evolving realm of autonomous vehicles. (shrink)

We cooperate with other people despite the risk of being exploited or hurt. If future artificial intelligence (AI) systems are benevolent and cooperative toward us, what will we do in return? Here we show that our cooperative dispositions are weaker when we interact with AI. In nine experiments, humans interacted with either another human or an AI agent in four classic social dilemma economic games and a newly designed game of Reciprocity that we introduce here. Contrary to the hypothesis that (...) people mistrust algorithms, participants trusted their AI partners to be as cooperative as humans. However, they did not return AI's benevolence as much and exploited the AI more than humans. These findings warn that future self-driving cars or co-working robots, whose success depends on humans' returning their cooperativeness, run the risk of being exploited. This vulnerability calls not just for smarter machines but also better human-centered policies. (shrink)

Ontological pluralism is the view that there are ways of being. Ontological pluralism is enjoying a revival in contemporary metaphysics. We want to say that there are numbers, fictional characters, impossible things, and holes. But, we don’t think these things all exist in the same sense as cars and human beings. If they exist or have being at all, then they have different ways of being. Fictional characters exist as objects of make‐believe and holes exist as absences in objects. But, (...) human beings and cars exist in a much more robust sense. What are ways of being? Why should be believe in them and what should we believe about them? This short essay provides an overview of the recent revival of ways of being and explores some of the surrounding issues. (shrink)

The literature on the venerable aesthetic category of the sublime often provides us with lists of sublime phenomena — mountains, storms, deserts, volcanoes, oceans, the starry sky, and so on. But it has long been recognized that what matters is the experience of such objects. We then find that one of the most consistent claims about this experience is that it involves an element of fear. Meanwhile, the recognition of the sublime as a category of aesthetic appreciation implies that attraction, (...) admiration or pleasure is also present.1However, there is also a sense of fear and attraction when we watch car chases or fights. Neither of these is an occasion for the sublime so much as a visceral sort of excitement.2 As .. (shrink)

Artificial Intelligence (AI) systems are ubiquitous. From social media timelines, video recommendations on YouTube, and the kinds of adverts we see online, AI, in a very real sense, filters the world we see. More than that, AI is being embedded in agent-like systems, which might prompt certain reactions from users. Specifically, we might find ourselves feeling frustrated if these systems do not meet our expectations. In normal situations, this might be fine, but with the ever increasing sophistication of AI-systems, this (...) might become a problem. While it seems unproblematic to realize that being angry at your car for breaking down is unfitting, can the same be said for AI-systems? In this paper, therefore, I will investigate the so-called “reactive attitudes”, and their important link to our responsibility practices. I then show how within this framework there exist exemption and excuse conditions, and test whether our adopting the “objective attitude” toward agential AI is justified. I argue that such an attitude is appropriate in the context of three distinct senses of responsibility (answerability, attributability, and accountability), and that, therefore, AI-systems do not undermine our responsibility ascriptions. (shrink)

We blame faulty brakes for a car crash, or rain for our bad mood. This “merely causal” blame is usually seen as uninteresting. I argue that it is crucial for understanding the interpersonal blame with which we target ourselves and each other. The two are often difficult to distinguish, in a way that plagues philosophical discussions of blame. And interpersonal blame is distinctive, I argue, partly in its causal focus: its attention to a person as cause. I argue that this (...) causal focus helps explain several central characteristics of interpersonal blame: its tendency to exaggerate a person’s causal role, its weakening through attention to personal history or thoughts about determinism, its characteristic ‘force’ or ‘sting’, and our sense that blame is often harmful or unfair. I conclude by drawing out one implication of blame's causal focus: in a certain range of cases, blame is partly under our voluntary control. (shrink)

This paper proposes a conceptual framework for evaluating how social networking platforms fare as epistemic environments for human users. I begin by proposing a situated concept of epistemic agency as fundamental for evaluating epistemic environments. Next, I show that algorithmic personalisation of information makes social networking platforms problematic for users’ epistemic agency because these platforms do not allow users to adapt their behaviour sufficiently. Using the tracing principle inspired by the ethics of self-driving cars, I operationalise it here and identify (...) three requirements that automated epistemic environments need to fulfil: (a) the users need to be afforded a range of skilled actions; (b) users need to be sensitive to the possibility to use their skills; (c) the habits built when adapting to the platform should not undermine the user’s pre-existing skills. I then argue that these requirements are almost impossible to fulfil all at the same time on current SN platforms; yet nevertheless, we need to pay attention to these whenever we evaluate an epistemic environment with automatic features. Finally, as an illustration, I show how Twitter, a popular social networking platform, will fare regarding these requirements. (shrink)