PurposeTo evaluate the relationship between intraocular straylight perception and: (i) contrast sensitivity (CS), (ii) halo size, and (iii) hazard recognition distance, in the presence and absence of glare.Subjects and methodsParticipants were 15 (5 female) ophthalmologically healthy adults, aged 54.6–80.6 (median: 67.2) years. Intraocular straylight (log s) was measured using a straylight meter (C-Quant; Oculus GmbH, Wetzlar, Germany). CS with glare was measured clinically using the Optovist I device (Vistec Inc., Olching, Germany) and also within a driving simulator using Landolt (...) Cs. These were presented under both static or dynamic viewing conditions, and either with or without glare. Hazard detection distance was measured for simulated obstacles of varying contrast. For this, the participant was required to maintain a speed of 60 km/h within a custom-built nighttime driving simulator. Glare was simulated by LED arrays, moved by cable robots to mimic an oncoming car’s headlights. Halo size (“halometry”) was measured by moving Landolt Cs outward originating from the center of a static glare source. The outcome measure from “halometry” was the radius of the halo (angular extent, in degrees visual angle).ResultsThe correlation between intraocular straylight perception, log s, and hazard recognition distance under glare was poor for the low contrast obstacles (leading/subdominant eye: r = 0.27/r = 0.34). Conversely, log CS measured with glare strongly predicted hazard recognition distances under glare. This was true both when log CS was measured using a clinical device (Optovist I: r = 0.93) and within the driving simulator, under static (r = 0.69) and dynamic (r = 0.61) conditions, and also with “halometry” (r = 0.70). Glare reduced log CS and hazard recognition distance for almost all visual function parameters.ConclusionIntraocular straylight was a poor predictor of visual function and driving performance within this experiment. Conversely, CS was a strong predictor of both hazard recognition and halo extent. The presence of glare and motion lead to a degradation of CS in a driving simulator. Future studies are necessary to evaluate the effectiveness of all above-mentioned vision-related parameters for predicting fitness to drive under real-life conditions. (shrink)

This paper proposes that autonomous vehicles should be designed to reduce light pollution. In support of this specific proposal, a moral assessment of autonomous vehicles more comprehensive than the dilemmatic life-and-death questions of trolley problem-style situations is presented. The paper therefore consists of two interrelated arguments. The first is that autonomous vehicles are currently still a technology in development, and not one that has acquired its definitive shape, meaning the design of both the vehicles and the surrounding infrastructure is open-ended. (...) Design for values is utilized to articulate a path forward, by which engineering ethics should strive to incorporate values into a technology during its development phase. Second, it is argued that nighttime lighting—a critical supporting infrastructure—should be a prima facie consideration for autonomous vehicles during their development phase. It is shown that a reduction in light pollution, and more boldly a better balance of lighting and darkness, can be achieved via the design of future autonomous vehicles. Two case studies are examined through which autonomous vehicles may be designed for “driving in the dark.” Nighttime lighting issues are thus inserted into a broader ethics of autonomous vehicles, while simultaneously introducing questions of autonomous vehicles into debates about light pollution. (shrink)

Imagine you are driving up a long and winding road in the mountains. It is nighttime; there are no streetlights or traffic lights, no moon illuminating the sky, and barely shining through a few clouds, the faint, flickering stars above grant you only a fraction of light to see the path ahead. The quiet, serene scene of this moonless, cool night coupled with the sweet scent of pine reminds you of the wonders and beauty of nature. Then, unexpectedly, (...) as you begin to steer around a sharp turn in the lane, flashing red and blue lights of emergency vehicles and police cars temporarily blind you. Once your eyes adjust to this onslaught of light, you see that rescue workers are quickly descending into the.. (shrink)

"Golf day 2005 @ federal golf club, red hill." Ethos: Official Publication of the Law Society of the Australian Capital Territory, (196), pp. 7.

This paper analyses the role of external pressures, internal motivations and their interplay, with the intention of identifying whether they drive substantive or instead symbolic implementation of ISO 14001. The context is one of economic crisis. We focus on Greece, where the economic crisis has weakened the country’s institutional environment, and analyse qualitatively new interview data from 45 ISO 14001 certified firms. Our findings show that weak external pressures can lead to a symbolic implementation of ISO 14001, as firms can (...) defend their legitimacy without incurring the costs of internalization in the local market; weak external pressures can lead to substantive implementation of ISO 14001 when firms have strong internal motivations seeking to strategically differentiate from competitors in international markets. Firms internalize ISO 14001 so as to restore their legitimacy and reputation in foreign markets and stimulate their competitiveness; and strong internal motivations pave the way for companies to stimulate their competitiveness by enhancing their efficiency, as some companies might strengthen their position in the local market by implementing ISO 14001 substantively. The contribution of this paper to the literature on ISO 14001 internalization lies in refining existing theory on the importance of internal motivations for the substantive implementation of ISO 14001 in the context of economic crisis. In addition, this paper extends current theory by challenging studies that dismiss the importance of external pressures. We argue that the intensity of external pressures influences the internalization of ISO 14001, but propose that this relationship might not be linear. (shrink)

Research in the emerging area of the philosophy of the city has blossomed significantly in the last decade. One research strand is urban lighting, which offers several insights into how cities appear, focusing on a range of issues. This paper aims to contribute to this conversation by interrogating what it means to have a city that functions 24 hours a day. In turn, the author fleshes out the view that we can almost say that two cities exist within the exact (...) location but opts to examine the differences between the daytime and the nighttime city instead. This process helps identify a few issues that arise when a municipality exists with such a duality at play. This paper concludes with some suggestions for dealing with these affairs. (shrink)

PurposeWe conducted a driving simulator study to investigate the effects of monitoring intersection cross traffic on gaze behaviors and responses to pedestrians by drivers with hemianopic field loss.MethodsSixteen HFL and sixteen normal vision participants completed two drives in an urban environment. At 30 intersections, a pedestrian ran across the road when the participant entered the intersection, requiring a braking response to avoid a collision. Intersections with these pedestrian events had either no cross traffic, one approaching car from the side (...) opposite the pedestrian location, or two approaching cars, one from each side at the same time.ResultsOverall, HFL drivers made more of cross-traffic on both the blind and seeing sides. They made more numerous and larger gaze scans when they fixated cars on both sides and had lower rates of unsafe responses to blind- but not seeing-side pedestrians. They were more likely to demonstrate compensatory blind-side fixation behaviors when there was no car on the seeing side. Fixation behaviors and unsafe response rates were most similar to those of NV drivers when cars were fixated on both sides.ConclusionFor HFL participants, making more scans, larger scans and safer responses to pedestrians crossing from the blind side were associated with looking at cross traffic from both directions. Thus, cross traffic might serve as a reminder to scan and provide a reference point to guide blind-side scanning of drivers with HFL. Proactively checking for cross-traffic cars from both sides could be an important safety practice for drivers with HFL. (shrink)

In this paper, we argue that solutions to normative challenges associated with autonomous driving, such as real-world trolley cases or distributions of risk in mundane driving situations, face the problem of reasonable pluralism: Reasonable pluralism refers to the fact that there exists a plurality of reasonable yet incompatible comprehensive moral doctrines within liberal democracies. The corresponding problem is that a politically acceptable solution cannot refer to only one of these comprehensive doctrines. Yet a politically adequate solution to the (...) normative challenges of autonomous driving need not come at the expense of an ethical solution, if it is based on moral beliefs that are (1) shared in an overlapping consensus and (2) systematized through public reason. Therefore, we argue that a Rawlsian justificatory framework is able to adequately address the normative challenges of autonomous driving and elaborate on how such a framework might be employed for this purpose. (shrink)

Driving behaviours and fitness to drive have been assessed using different tools over time: standardized neuropsychological, on-road and driving simulation testing. Nowadays, the great variability of topics related to driving simulation has elicited a high number of reviews. The present work aims to perform a scientometric analysis on driving simulation reviews and to propose a selective review of reviews focusing on critical issues related to validity and fidelity. A scientometric analysis of driving simulation reviews published (...) from 1988 to 2019 was conducted. Bibliographic data from 298 reviews were extracted from Scopus and WoS. Performance analysis was conducted to investigate most prolific Countries, Journals, Institutes and Authors. A cluster analysis on authors’ keywords was performed to identify relevant associations between different research topics. Based on reviews extracted from cluster analysis, a selective review of reviews was conducted to answer questions regarding validity, fidelity and critical issues. USA and Germany are the first two Countries for number of driving simulation reviews. USA is the leading Country with 5 Institutes in the top-ten. Top Authors wrote from 3 to 7 reviews each and belong to Institutes located in North America and Europe. Cluster analysis identified three clusters and eight keywords. The selective review of reviews showed a substantial agreement for supporting validity of driving simulation with respect to neuropsychological and on-road testing, while for fidelity with respect to real-world driving experience a blurred representation emerged. The most relevant critical issues were the a) lack of a common set of standards, b) phenomenon of simulation sickness, c) need for psychometric properties, lack of studies investigating d) predictive validity with respect to collision rates and e) ecological validity. Driving simulation represent a cross-cutting topic in scientific literature on driving, and there are several evidences for considering it as a valid alternative to neuropsychological and on-road testing. Further research efforts could be aimed at establishing a consensus statement for protocols assessing fitness to drive, in order to a) use standardized systems, b) compare systematically driving simulators with regard to their validity and fidelity, and c) employ shared criteria for conducting studies in a given sub-topic. (shrink)

By introducing 'drives' into a Sartrean framework, 'being-in-itself' is interpreted as 'Nature as such', wherein instincts dominate. Being-for-itself, on the contrary, has an ontological nature diametrically opposed to this former – indeed, in the latter realm, through a fundamental process of 'nihilation' (Sartre's 'freedom') consciousness perpetually flees itself by transcending towards the world. However, a kernel of (our) nihilated Nature is left at the heart of this process, in the form of 'original facticity' that we here name drives. Drives are (...) the original feelings and urges of a freed Nature that simply are there; they are the fundamental forces that consciousness qua freedom always has to deal with. Drives, in addition, can be nihilated in their own turn, onto a reflective, irreal plane, whereby they take the form of value . This means Sartre's notion of ontological desire is always made up of two necessary components: drives and value. (shrink)

In 2017, the German ethics commission for automated and connected driving released 20 ethical guidelines for autonomous vehicles. It is now up to the research and industrial sectors to enhance the development of autonomous vehicles based on such guidelines. In the current state of the art, we find studies on how ethical theories can be integrated. To the best of the authors’ knowledge, no framework for motion planning has yet been published which allows for the true implementation of any (...) practical ethical policies. This paper makes four contributions: Firstly, we briefly present the state of the art based on recent works concerning unavoidable accidents of autonomous vehicles (AVs) and identify further need for research. While most of the research focuses on decision strategies in moral dilemmas or crash optimization, we aim to develop an ethical trajectory planning for all situations on public roads. Secondly, we discuss several ethical theories and argue for the adoption of the theory “ethics of risk.” Thirdly, we propose a new framework for trajectory planning, with uncertainties and an assessment of risks. In this framework, we transform ethical specifications into mathematical equations and thus create the basis for the programming of an ethical trajectory. We present a risk cost function for trajectory planning that considers minimization of the overall risk, priority for the worst-off and equal treatment of people. Finally, we build a connection between the widely discussed trolley problem and our proposed framework. (shrink)

A recent paper by Tom Stern suggests that Socrates’s philosophical psychology, which emphasizes rational reflection, is superior to Nietzsche’s drive model when explaining human behavior. I argue that Stern’s analysis is wrong on three fronts. First, the models share common, though inverted, features. Second, Stern fails to consider the role of Socrates’s daimon when evaluating Socrates’s philosophy of mind; third, Nietzsche’s model is more warranted. In sum, Nietzsche’s philosophical psychology is a correction of the Socratic.

Children’s school journeys have changed vastly during recent decades: More children are being driven to school in private cars instead of walking and cycling, with many who are entitled to a free school bus service still being driven. Earlier research into travel mode choice has often investigated how urban form impacts upon mode choice regarding school journeys – in particular how urban form hinders or enables the use of the active mode. This paper quantitatively explores parents’ stated reasons for choosing (...) the car and the relationship between these reasons and the decision to use the car to take their children to school. We additionally investigate the relationship between sociodemographic factors, distance, and both the stated reasons and the actual mode decision. A sample of 245 parents (194 women) of school children aged 10-15 in the County of Värmland in Sweden were included in the study. The results of PLS-SEM show that the factor Social convenience has a direct relationship with the frequency of car use indicating that the wish to accompany the child and the convenience of car impacts on car choice. If the child is not allowed to travel independently, the parents choose the car to take him/her to school. Sociodemographic factors had a direct relationship with the stated reasons, whereby parents with a higher level of education valued safety/security less. Quite surprisingly, distance (i.e. environmental factor) did not affect car use, indicating that parents drive their children to school regardless of distance. By isolating the particular reasons for choosing the car, this paper focuses on a potentially important missing piece as regards finding out what motivates the increasing car usage in children’s school journeys. An increased knowledge of what motivates the decision to take children by car is important for effective policies aimed at changing parents’ inclination towards choosing the car. (shrink)

Guiding core enterprises to participate in supply chain work safety governance is an innovative mode of work safety control, which has an important impact on improving the work safety level of small and medium-sized enterprises in the supply chain. Through in-depth interviews, the grounded theory is adopted to explore the driving factors of work safety management behaviors of core enterprise. It is found that the work safety management behavior of the core enterprise is driven by both internal and external (...) factors. External driving factors are the main category of institutional pressure composed of regulatory pressure, normative pressure, and cognitive pressure. Internal driving factors are divided into the main category of behavioral awareness and the behavioral capability of the core enterprises. The behavioral awareness is composed of responsibility sense, problem cognition and behavioral effect perception. The behavioral capability is composed of safety management strength and safety coordination capability. Institutional pressure, behavioral awareness, and behavioral capability all influence the work safety management behavior of core enterprise in supply chain significantly, but with different ways and paths. On this basis, the driving mechanism model of the above three main categories on the work safety management behavior in core enterprise supply chain is explored. The research can provide targeted policy ideas and implementation paths for the government to formulate effective guiding policies to promote the work safety management behavior of core enterprise. (shrink)

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

The 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)

Gene drives are potentially ontologically and morally disruptive technologies. The potential to shape evolutionary processes and to eradicate (e.g. malaria-transmitting or invasive) populations raises ontological questions about evolution, nature, and wilderness. The transformative promises and perils of gene drives also raise pressing ethical and political concerns. The aim of this article is to arrive at a better understanding of the gene drive debate by analysing how ontological and moral assumptions are coproduced in this debate. Combining philosophical analysis with a critical (...) reading of the gene drive literature and an ethnographic study of two leading research groups, the article explores the hypothesis that the development of and debate about gene drives are characterized by a particular intervention-oriented mode of coproduction. Based on the results of this exploration, we highlight the need for a broadening of the perspective on gene drives in which empirical, moral, and ontological concerns are addressed explicitly in their interplay rather than in (disciplinary) isolation from each other. (shrink)

The adverse effects of artificial nighttime lighting, known as light pollution, are emerging as an important environmental issue. To address these effects, current scientific research focuses mainly on identifying what is bad or undesirable about certain types and uses of lighting at night. This paper adopts a value-sensitive approach, focusing instead on what is good about darkness at night. In doing so, it offers a first comprehensive analysis of the environmental value of darkness at night from within applied ethics. (...) A design for values orientation is utilized to conceptualize, define, and categorize the ways in which value is derived from darkness. Nine values are identified and categorized via their type of good, temporal outlook, and spatial characteristics. Furthermore, these nine values are translated into prima facie moral obligations that should be incorporated into future design choices, policy-making, and innovations to nighttime lighting. Thus, the value of darkness is analyzed with the practical goal of informing future decision-making about urban nighttime lighting. (shrink)

Drug-impaired driving is a growing problem in the U.S. States regulate drug-impaired driving in different ways. Some do not name specific drugs or amounts. Others do identify specific drugs and may regulate cannabis separately. We provide up-to-date information about these state laws.

This article puts forward solutions to some of the ethical and legal dilemmas posed in the current discussion on how to program crash algorithms in autonomous or self-driving cars. The first part of the paper defines the scope of the problem in the criminal legal field, and the next section gives a critical analysis of the proposal to always prioritise the interest of the occupant of the vehicle in situations with conflict of interests. The principle of minimizing social damage (...) as a model for configuring self-driving cars is examined in the third section. Despite its apparent plausibility, within the framework of a liberal legal system that recognises humans as free agents who have rights and responsibilities, maximizing the function of social utility does not justify harmful interference into a person’s legal sphere. Therefore, in the fourth part, the author argues the need to program the crash algorithms of autonomous cars based on a deontological understanding of the system of justifications in criminal law. The solution to the dilemma lies in a prior analysis of the legal positions of all agents involved in the conflict, from a perspective of the principles of autonomy and solidarity as the core of the system of justifications. (shrink)

Grounded in the practical problem of light pollution, this paper examines the aesthetic dimensions of urban and natural darkness, and its impact on how we perceive and evaluate nighttime lighting. It is argued that competing notions of the sublime, manifested through artificial illumination and the natural night sky respectively, reinforce a geographical dualism between cities and wilderness. To challenge this spatial differentiation, recent work in urban-focused environmental ethics, as well as environmental aesthetics, are utilized to envision the moral and (...) aesthetic possibilities of a new urban nocturnal sublime. Through articulating the aspirations and constraints of a new urban nocturnal experience, this paper elucidates the axiological dimensions of light pollution, draws attention to nightscapes as a site of importance for urban-focused philosophy, and examines the enduring relevance of the sublime for both the design of nighttime illumination and the appreciation of the night sky. (shrink)

In the essay ‘To Speculate – On “Freud’”, which is published in The Postcards: From Socrates to Freud and Beyond (1980) and draws upon the last part of his unedited lecture course on La Vie la mort (taught in 1975), Jacques Derrida engages a close reading of Sigmund Freud's Beyond the Pleasure Principle. This article focuses on the deconstruction of the Freudian concept of drive (Trieb) that Derrida unfolds across his reading. It traces the analysis of the movement of autotelicity (...) (auto-télie) that, according to Derrida, underpins the drive's relation to itself, and argues that the French philosopher interprets a specific drive evoked (but not thematized) by Freud, the drive to power (Bemächtigungstrieb), as the figure of the deconstruction of that autotelicity. Furthermore, the article suggests that the implications of this argument extend beyond Derrida's early reading of Freud, since they cast a new light on the argument for replacing the concept of sovereignty with that of the drive to power, which Derrida elaborates in his late political analyses. (shrink)

A system of description, identification and classification of factors determining driving style is proposed in the article; stable and variable factors determining driving style are studied. Driving style is analyzed within the framework of structural approach. The variable factor are: specifications and technical condition of the vehicle, class of the car, its prestige, training of the driver, social regulators, features of the road environment, psychophysiological condition of the driver. The stable factors are: individual-typological properties, the level of (...) suitability for driver”s activities, personal features of a driver and sources of activity. Five main characteristics of driving style are selected and presented: safety-risk, confidence with parking, relation to the means of security; planning-impulsivity; driving culture. There are results of empirical research directed on discovery of relationship between styles of driving activities as one characteristic of driving style, emotions typical for driver while driving and accidents. Increase of safety as a result of planning style of activities is shown. The paper offers direction of work for optimizing driving style: the formation of compensating planning style of activities, psychotherapeutic work, modeling training, psychological selection, training and education work in driving schools. (shrink)

The neuropsychoanalytic approach solves important aspects of how to use our understanding of the brain to treat patients. We describe the neurobiology underlying motivation for healthy behaviors and psychopathology. We have updated Freud’s original concepts of drive and instinct using neuropsychoanalysis in a way that conserves his insights while adding information that is of use in clinical treatment. Drive (Trieb) is a pressure to act on an internal stimulus. It has a motivational energic source, an aim, an object, and is (...) terminated by the satisfaction of a surge of serotonin. An instinct (Instinkt) is an inherited pattern of behavior that varies little from species to species. Drives are created by internal/ventral brain factors. Instincts require input from the outside that arrive through dorsal brain structures. In our model unpleasure is the experience of unsatisfied drives while pleasure if fueled by a propitious human environment. Motivational concepts can be used guide clinical work. Sometimes what had previously described psychoanalytically as, “Internal conflict,” can be characterized neurobiologically as conflicts between different motivational systems. These motivational systems inform treatment of anxiety and depression, addiction in general and specific problems of opioid use disorder. Our description of motivation in addictive illness shows that the term, “reward system,” is incorrect, eliminating a source of stigmatizing addiction by suggesting that it is hedonistic. Understanding that motivational systems that have both psychological and brain correlates can be a basis for treating various disorders. Over many papers the authors have described the biology of drives, instincts, unpleasure and pleasure. We will start with a summary of our work, then show its clinical application. (shrink)

This chapter elucidates the important Fichtean concept of drive by examining how it is put to use in the Jena Wissenschaftslehre to account for the I’s positing of an object in general, its comprehension of nature as purposive, and its consciousness of its own pure nature. In the Foundation of the Entire Wissenschaftslehre, the nature of drive is first clarified as the form the I necessarily takes in and for itself inasmuch as it strives. Further configurations of the determination are (...) used to explain the operation of the laws by which the I determines external objects, their changes, and the harmony or disharmony of their changes with the moral law. In the System of Ethics, the concept is further employed to provide a transcendental account of nature’s purposiveness. By the account, the I is compelled by the need to comprehend its own nature as a drive that constitutes an organized whole to posit to a drive to form parts of itself into such wholes in the rest of nature. Also, when the I refers natural objects to the original drive, it posits final purposes for the objects. In the popular lectures, the concept is employed as an anthropological and psychological concept to explain features that accrue to human beings on account of their rationality, such as their social, aesthetic, intellectual and moral nature. (shrink)

: Autonomous driving systems promise important changes for future of transport, primarily through the reduction of road accidents. However, ethical concerns, in particular, two central issues, will be key to their successful development. First, situations of risk that involve inevitable harm to passengers and/or bystanders, in which some individuals must be sacrificed for the benefit of others. Secondly, and identification responsible parties and liabilities in the event of an accident. Our work addresses the first of these ethical problems. We (...) are interested in investigating how humans respond to critical situations and what reactions they consider to be morally right or at least preferable to others. Our experimental approach relies on the trolley dilemma and knowledge gained from previous research on this. More specifically, our main purpose was to test the difference between what human drivers actually decide to do in an emergency situations whilst driving a realistic simulator and the moral choices they make when they pause to consider what they would do in the same situation and to better understand why these choices may differs. Keywords: Self-driving Cars; Trolley Problem; Moral Choices; Moral Responsibility; Virtual Reality Dilemmi morali nelle automobili a guida autonoma Riassunto: I sistemi di guida autonomi promettono importanti cambiamenti per il futuro dei trasporti, principalmente attraverso la riduzione degli incidenti stradali. Tuttavia, vi sono preoccupazioni etiche, in particolare due questioni centrali, fondamentali per il loro sviluppo. In primo luogo, le situazioni di rischio che comportano inevitabili danni ai passeggeri e/o ai pedoni, ovvero situazioni in cui alcune persone devono essere sacrificate a beneficio di altri. In secondo luogo, l’identificazione delle parti responsabili in caso di incidente. Il nostro lavoro affronta il primo di questi problemi etici. Siamo interessati a studiare come gli umani rispondono a situazioni critiche e quali reazioni considerano moralmente giuste o almeno preferibili. Il nostro approccio sperimentale si basa sul trolley problem e sulle conoscenze acquisite da precedenti ricerche su questo ambito. Più specificamente, il nostro scopo principale è quello di testare la differenza tra ciò che i conducenti umani decidono effettivamente di fare in una situazione di emergenza, mentre guidano un simulatore realistico, e le scelte morali che compiono se posti nella stessa situazione e hanno la possibilità di decidere senza limiti di tempo. Lo scopo è inoltre comprendere come e perché queste scelte possono differire. Parole chiave: Automobili a guida autonoma; Trolley problem; Scelte morali; Responsabilità morale, Realtà virtuale. (shrink)

This article argues that de Certeau’s understanding of walking as the archetypal transhuman practice of making the city habitable cannot hold in a post-human world. By concentrating on the practices of driving, I argue that other experiences of the city can have an equal validity. In other words, de Certeau’s work on everyday life in the city needs to be reworked in order to take into account the rise of automobility. The bulk of this article is devoted to exploring (...) how that goal might be achieved, concentrating in particular on how new knowledge like software and ergonomics has become responsible for a large-scale spatial reordering of the city which presages an important change in what counts as making the city habitable. (shrink)

Part II of Fichte’s System of Ethics is titled “Deduction of the Reality and Applicability of the Moral Law.” In this chapter, I argue that what motivates Fichte’s new deduction is a concern to avoid what he calls “empty formula philosophy,” that is, a philosophy which fails to explain how willing an object is possible. Fichte sets out to avoid this shortcoming by offering a complex theory of the drives, focusing first on what he calls our “lower capacity of desire.” (...) I argue that the key to understanding this section of the System of Ethics lies in Fichte's attempt to derive the character of our “natural drive” (Naturtrieb) from how we represent the system of “nature“ (Natur) as a whole. At the centre of this derivation we find Fichte drawing upon an organicist model of nature, according to which all the parts of natural systems reciprocally interact for the sake of the whole, and vice versa. While largely overlooked by scholars, I contend that this organicist model gives Fichte the resources to present an original theory of desire as an activity of “forming and being formed” by natural objects, in a way that foreshadows what he later calls our “ethical drive” (sittlicher Trieb) to unite with others, both cooperatively and reciprocally, in rational community. (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)

In this article, I argue against the scholarly consensus that Nietzsche understands drives as dispositions toward characteristic modes of behavior. After showing that Nietzsche’s texts do not support construing drives as dispositions, I draw out three consequences of this view: it undermines Nietzsche’s analysis of how drives take up objects, risks rendering drives causally otiose, and makes drives’ relations with affects needlessly complex. These consequences, I argue, impede drives’ abilities to assist Nietzsche’s philosophical ambitions. To avoid these textual and philosophical (...) difficulties, I propose that Nietzschean drives are better construed as paradigmatically active, such that they do not require stimulus conditions to incite their characteristic modes of behavior. (shrink)

Social media advertisement is a growing phenomenon designed to reach and engage customers. However, despite their continued adoption, less remains known regarding the effectiveness of social media ads to co-create brand value. In response to this gap, this study aims to deepen the theoretical understanding of consumer value co-creation through social media advertising value. The data were collected using purposive sampling from 286 experienced social-media users, and the model was tested using partial least square -based structural equation modeling. The results (...) indicate that entertainment, aesthetic appeal, interactivity, and trendiness significantly affect the adverting value of social media ads. In turn, ad value affects consumers’ intention for value co-creation. Consequently, our findings suggest the importance of social media advertising value where marketers may enhance consumer-brand engagement by incorporating interesting content, which may encourage the customer’s interaction with the social media ads and strengthen value co-creation behavior. The results further contribute to nascent marketing literature by demonstrating that value co-creation acts as an antecedent to generating positive electronic word-of-mouth on social media platforms to drive consumers’ online brand purchase intention. (shrink)

This book offers a systematic and thorough philosophical analysis of the ways in which driving automation crosses path with ethical values. Upon introducing the different forms of driving automation and examining their relation to human autonomy, it provides readers with in-depth reflections on safety, privacy, moral judgment, control, responsibility, sustainability, and other ethical issues. Driving is undoubtedly a moral activity as a human act. Transferring it to artificial agents such as connected and automated vehicles necessarily raises many (...) philosophical questions. When driving is automated, what happens to its ethical dimensions? Could artificial agents accomplish ethical objectives on our behalf, take moral decisions in our place, and drive us into a more ethical transportation future? In doing so, would they be “moral” as we are or in a way that is similar to, but also remarkably different from, our own? And what role is yet to be played by human responsibility and commitment? The book addresses these questions with the aim of stimulating an interdisciplinary dialogue between different stakeholders. They include automotive engineers, computer scientists, and moral philosophers, as well as industry representatives, policymakers, regulators, transportation experts, and the general public. Indeed, connected and automated vehicles will not take the high road for us . We must drive them there. (shrink)

Sport utility vehicles (SUVs) are becoming increasingly popular by assuming the role of passenger care in urban transport. Many characteristics of the SUV are unsuited to the urban transport task and have higher environmental costs than passenger cars. Marketing of SUVs has focused on their off road used and relationship with the great outdoors. This article examines some the factors behind this anomalous relationship with the environmental by describing and interpreting the manner in which nature is represented in SUV marketing.

From the perspectives of manager cognition and behavior selection, this paper analyzes the cognitive basis of manufacturer’s green innovation and discovers that the embodied cognition of the manager has an important influence on the selection of green innovation behavior. Next, the behavior activation in the four stages of manufacturer’s green innovation, namely, initiation, termination, change, and solidification, was analyzed, and two behavior selections were proposed: the adaptive legitimacy with institutional logic as the cognitive starting point and the strategic legitimacy with (...) efficiency logic as the cognitive starting point. On this basis, the authors examined four types of manufacturer decisions of green innovation driven by manager cognition and behavior selection. The examination reveals how should the manager, facing the growing environmental pressure, form a correct cognition, select the right behavior, and make the proper green innovation decision, which promotes the green, sustainable development of manufacturers. (shrink)

Especially during the brief post-revolutionary period before the rise of Stalinism, certain thinkers in the Soviet milieu offered some attention-worthy reflections regarding Freud’s body of work. In particular, Luria and Vygotsky put forward thoughtful Marxism-informed assessments of the metapsychology and methodology of psychoanalysis. And strong cross-resonances are audible between these Soviet thinkers’ reflections and the early stages of Western Marxism’s rapprochement with Freud, starting in texts by Reich and Fenichel and continuing with the Frankfurt School, of whose members Marcuse arguably (...) furnishes the most sophisticated and sustained engagement with analysis. In this essay, I argue that Luria, Vygotsky, Reich, Fenichel, and Marcuse share in common a fundamentally correct insight according to which the theory of drive (Trieb) is a load-bearing pillar for any psychoanalytic Marxism. Moreover, not only is the Freudian metapsychological concept of drive applicable to and productive of Marxism and its form(s) of materialism—echoing Lacan’s claim that Marx invented the symptom, I contend, here and elsewhere, that Marx’s mature critique of political economy already anticipates the later analytic idea of Trieb. In fact, I would go so far as to credit Marx with (also) being the inventor of the analytic drive (albeit avant la lettre). (shrink)

This work considers the future of driving in terms of both its short- and long-term horizons. It conjectures that human-controlled driving will follow in the footsteps of a wide swath of other, now either residual or abandoned human occupations. Pursuits that have preceded it into oblivion. In this way, driving will dwindle down into only a few niche locales wherein enthusiasts will still persist, much in the way that steam train hobbyists now continue their own aspirational inclinations. (...) Of course, the value of any such prognostication is in direct proportion to the degree that information is conveyed, and prospective uncertainty reduced. In more colloquial terms: the devil is in the details of these coming transitions. It is anticipated that we will see a progressive transformation of the composition of on-road traffic that will be registered most immediately in the realm of professional transportation in which the imperative for optimization exceeds that in virtually all other user segments. The transition from manual control to full automation will be more punctate than gradualist in is evolutionary development. As performance optimization slowly exhausts the commercial sector, it will progressively transition more into the discretionary realm by dint of simple technology transfer alone. The hedonic dimension of everyday driving will be dispersed and pursued by progressively fewer individuals. The traveling window of generational expectation will soon mean that human driving will be largely ‘forgotten,’ as each sequential generation matures without this, still presently common, experience. Indications of this stage of progress are beginning to... (shrink)

Linguistic studies have shown that the traditional idea that the expansion of the Inca Empire was the driving force behind the spread of all Quechua cannot be correct. Across much of its distribution, Quechua has far greater time-depth than can be accounted for by the short-lived Inca Empire. Linguistics likewise suggests that Aymara spread not from the south into Cuzco in the late Pre-Inca period, but also from an origin to the north. Alternative explanations must be sought for the (...) expansion of these language families in the culture history of the Andes. Archaeological studies over the past two decades now provide a broad, generally agreed-upon outline of the cultural history of the Cuzco region. This chapter applies those findings to examine alternative possibilities for the driving forces that spread Quechua and Aymara, offering a clearer cross-disciplinary view of Andean prehistory. (shrink)

This study aims to map out the relationships that make up green innovation initiatives in Brazilian industry. The sample comprised 100 managers at manufacturing companies, most of them operating in the business of farm machinery and equipment and steel structures. To develop this study, Medeiros et al. study, mapping critical factors that drive the success of green product innovation and the paradigm of complexity, was used as a reference study. Based on the results, it was possible to identify that the (...) operational dynamic of the factors and variables that affect market success do not happen in an isolated or fragmented way; they occur systematically with different contingencies and structured basic and intermediate skills in order to meet the expectations of consumers, laws, and environmental legislation. Initially, the technological expertise factor was noted as very important for sustaining green product innovation. Furthermore, since proactive leaders are an important factor for successfully developing environmentally sustainable products, it must be added to technological expertise as the foundation for developing green innovation. After defining the basis for green product innovation, the intermediary conditions necessary for using the available technology appropriately were mapped out. In this sense, variables such as “elimination of cultural barriers,” “capacity for critical reflective analysis,” and “experimentation” are also very important. In addition, some of the variables of the cross-functional collaboration and market knowledge factors were a part of the structure that organizations need to transform potential into developing green products, which is the basis for the third level of the model. The fourth level of the model has the “meeting consumer expectations” and “following law and legislation” factors, which make up the main goals for developing environmentally sustainable products according to a number of surveys that were conducted. (shrink)

The aim of this chapter is to identify the most representative measures of subjective and objective mental workload in driving, and to understand how the subjective and objective levels of mental workload influence the performance as a function of situation complexity and driving experience, i.e. to verify whether the increase of situation complexity and the lack of experience increase the subjective and physiological levels of mental workload and lead to driving performance impairments. This chapter will be useful (...) to carry out an experimental study and to improve the driver training. In the first part, we will broach the theoretical approach with two factors of mental workload and performance, i.e. situation complexity and driving experience. Indeed, a low complex situation (e.g., highways), or conversely a high complex situation (e.g., town) can provoke an overload. Additionally, performing the driving tasks implies producing a high effort for novice drivers who have not totally automated the driving activity. In the second part, we will focus on subjective measures of mental workload. A comparison of questionnaires usually used in driving will allow identifying the most appropriate ones as a function of different criteria. Moreover, we will review the empirical studies to verify if the subjective level of mental workload is high in simple and very complex situations, especially for novice drivers compared to the experienced ones. In the third part, we will focus on physiological measures. A comparison of physiological indicators will be realized in order to identify the most correlated to mental workload. An empirical review will also take the effect of situation complexity and experience on these physiological indicators into consideration. Finally, a more nuanced comparison between subjective and physiological measures will be established from the impact on situation complexity and experience. (shrink)