In 2021, Germany passed the first law worldwide that regulates dilemma situations with autonomous cars. Against this background, this article investigates the permissibility of trade-offs between human lives in the context of self-driving cars. It does so by drawing on the debate about the traditional trolley problem. In contrast to most authors in the relevant literature, it argues that the debate about the trolley problem is both directly and indirectly relevant for the ethics of crashes with self-driving cars. Drawing on (...) its direct normative relevance, the article shows that trade-offs are permissible in situations with self-driving cars that are similar to paradigmatic trolley cases. In scenarios that are unlike paradigmatic trolley cases, the debate about the trolley problem can have indirect normative relevance because it provides reasons against the use of moral theories and principles that cannot account for the trolley problem. (shrink)

The Trolley Problem Mysteries considers whether who turns the trolley and/or how it is turned affect the moral permissibility of acting and suggests general proposals for when we may and may not harm some people to help others.

The trolley problem is a classic thought experiment that evokes an ethical dilemma. Thomson’s “bystander” and “footbridge” versions of the trolley problem induce different intuitive judgments about what to choose in the ethical dilemma. However, we can question how robust these intuitive judgments are. We thus conducted an online survey experiment of Thomson’s versions of the trolley problem which showed that more respondents tended to choose not pulling the lever in the bystander version and pushing a person off the bridge (...) in the footbridge version when they believed they were not being watched. These results illustrate that people’s decisions deviate from the social norms in the absence of the public’s attention. To activate the practice of holding the manufacturers to a normative expectation based on the social norms, we suggest the law must be changed. (shrink)

Reflective equilibrium —the idea that we have to justify our judgments and principles through a process of mutual adjustment—is taken to be a central method in philosophy. Nonetheless, conceptions of RE often stay sketchy, and there is a striking lack of explicit and traceable applications of it. This paper presents an explicit case study for the application of an elaborate RE conception. RE is used to reconstruct the arguments from Thomson’s paper “Turning the Trolley” for why a bystander must not (...) divert a runaway trolley from five workmen onto one. Analyzing Thomson’s resulting position with the RE-criteria has two main results: Firstly, the adjustment of one of her commitments can be defended. Secondly, no justified position in RE was reached. With respect to RE as a method, the main results from this application are: There is at least one conception of RE that is sufficiently specified to be applicable; the RE criteria put real constraints on the process of justification; and an explicit application of RE has benefits in terms of clarity while at the same time providing guidance for how the justificatory process could be continued. (shrink)

How to make robots safe for humans is intensely debated, within academia as well as in industry, media and on the political arena. Hardly any discussion of the subject fails to mention Isaac Asimov’s three laws of Robotics. We find it curious that a set of fictional laws can have such a strong impact on discussions about a real-world problem and we think this needs to be looked into. The probably most common phrase in connection with robotic and AI ethics, (...) second to “The Three Laws of Robotics”, is “The Trolley Problem”. Asimov’s laws and the Trolley Problem are usually discussed separately but there is a connection in that the Trolley Problem poses a seemingly unsolvable problem for Asimov’s First Law, that states: A robot may not injure a human being or, through inaction, allow a human being to come to harm. That is, it contains an active and a passive clause and obliges the robot to obey both, while the Trolley Problem forces us to choose between these two options. The object of this paper is therefore to investigate if and how Asimov’s First Law of Robotics can handle a situation where we are forced to choose between the active and the passive clauses of the law. We discuss four possible solutions to the challenge explicitly or implicitly used by Asimov. We conclude that all four suggestions would solve the problem but in different ways and with different implications for other dilemmas in robot ethics. We also conclude that considering the urgency of finding ways to secure a safe coexistence between humans and robots, we should not let the Trolley Problem stand in the way of using the First Law of robotics for this purpose. If we want to use Asimov’s laws for this purpose, we also recommend discarding the active clause of the First Law. (shrink)

I analyse the relationship between the Doctrine of Double Effect and the Trolley Problem: the former offers a solution for the latter only on the premise that killing the one in Bystander at the Switch is permissible. Here I offer both empirical and theoretical arguments against the permissibility of killing the one: firstly, I present data from my own empirical studies according to which the intuition that killing the one is permissible is neither widespread nor stable; secondly, I defend a (...) normative principle according to which killing the one in Bystander at the Switch is not permissible. In conclusion, there just is no trolley problem. (shrink)

At the height of the Covid-19 pandemic, frontline medical professionals at intensive care units around the world faced gruesome decisions about how to ration life-saving medical resources. These events provided a unique lens through which to understand how the public reasons about real-world dilemmas involving trade-offs between human lives. In three studies (total N = 2298), we examined people’s moral attitudes toward triage of acute coronavirus patients, and found elevated support for utilitarian triage policies. These utilitarian tendencies did not stem (...) from period change in moral attitudes relative to pre-pandemic levels--but rather, from the heightened realism of triage dilemmas. Participants favored utilitarian resolutions of critical care dilemmas when compared to structurally analogous, non-medical dilemmas—and such support was rooted in prosocial dispositions, including empathy and impartial beneficence. Finally, despite abundant evidence of political polarization surrounding Covid-19, moral views about critical care triage differed modestly, if at all, between liberals and conservatives. Taken together, our findings highlight people’s robust support for utilitarian measures in the face of a global public health threat, and illustrate how hypothetical scenarios in moral psychology (e.g. trolley cases) should strive for more experiential and psychological realism, otherwise their results might not generalize to real-world moral dilemmas. (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)

Crashes involving self-driving cars at least superficially resemble trolley dilemmas. This article discusses what lessons machine ethicists working on the ethics of self-driving cars can learn from trolleyology. The article proceeds by providing an account of the trolley problem as a paradox and by distinguishing two types of solutions to the trolley problem. According to an optimistic solution, our case intuitions about trolley dilemmas are responding to morally relevant differences. The pessimistic solution denies that this is the case. An optimistic (...) solution would yield first-order moral insights for the ethics of self-driving cars, but such a solution is difficult to come by. More plausible is the pessimistic solution, and it teaches us a methodological lesson. The lesson is that machine ethicists should discount case intuitions and instead rely on intuitions and judgments at a higher level of generality. (shrink)

The rapid progress of artificial intelligence (AI) has resulted in its integration into various stages of the media process, including information gathering, processing, and distribution. This integration has raised the possibility of AI dominating the media industry, leading to an era of “autonomous driving” within AI-driven media systems. Similar to the ethical dilemma known as the “trolley problem” (TP) in autonomous driving, a comparable problem arises in AI automated media. This study examines the emergence of the new TP in fully (...) automated AI-driven media (FAAIM), recognizing the complexity of this problem given the nature of media content and its societal impact. To address this complexity, we propose the adoption of the theory of “meaningful human control,” originally developed to address responsibility in the governance of lethal autonomous weapons systems, as a framework for governing FAAIM. By ensuring that humans can be held responsible for the operations of FAAIM, this paper aims to proactively confront the ethical challenges arising from FAAIM, identify potential solutions, and guide future research in media ethics. (shrink)

Trolley cases are widely considered central to the ethics of autonomous vehicles. We caution against this by identifying four problems. Trolley cases, given technical limitations, rest on assumptions that are in tension with one another. Furthermore, trolley cases illuminate only a limited range of ethical issues insofar as they cohere with a certain design framework. Furthermore, trolley cases seem to demand a moral answer when a political answer is called for. Finally, trolley cases might be epistemically problematic in several ways. (...) To put forward a positive proposal, we illustrate how ethical challenges arise from mundane driving situations. We argue that mundane situations are relevant because of the specificity they require and the scale they exhibit. We then illustrate some of the ethical challenges arising from optimizing for safety, balancing safety with other values such as mobility, and adjusting to incentives of legal frameworks. (shrink)

This paper deals with the core version of the Trolley Problem. In one case many people favor an act which will bring about the death of one person but save five other persons. In another case most people would refuse to “sacrifice” one person in order to save five other lives. Since the two cases seem similar in all relevant respects, we have to explain and justify the diverging verdicts. Since I don’t find current proposals of a solution convincing, I (...) propose an alternative one according to which —but not —violates two forms of equality. I also test the underlying egalitarian principle against other cases. I argue that it offers a good explanation and also a normative justification of our intuitive verdicts about the cases. (shrink)

This comment discusses the book's positive account of the trolley problem, given in the Principle of Permissible Harm. This principle says an act that causes both a greater good and a lesser evil is impermissible if the evil results from a means to the good but can be permissible if the evil results from the good itself or from its noncausal flip side. This comment argues that this principle has counterintuitive implications—for example, that bombing an arms factory that kills nearby (...) civilians is impermissible if the civilians are killed by flying pieces of bomb but permissible if they are killed by flying pieces of factory. It then argues that the principle lacks a persuasive philosophical rationale because it draws an arbitrary line in a sequence of means to an end and trades on an ambiguity in its understanding of “the greater good.”. (shrink)

The trolley problem is one of the liveliest research frameworks in experimental ethics. In the last decade, social neuroscience and experimental moral psychology have gone beyond the studies with mere text-based hypothetical moral dilemmas. In this article, I present the rationale behind testing the actual behaviour in more realistic scenarios through Virtual Reality and summarize the body of evidence raised by the experiments with virtual trolley scenarios. Then, I approach the argument of Ramirez and LaBarge (2020), who claim that the (...) virtual simulation of the Footbridge version of the trolley dilemma is an unethical research practice, and I raise some objections to it. Finally, I provide some reflections about the means and ends of trolley-like scenarios and other sacrificial dilemmas in experimental ethics. (shrink)

In this paper, the ethical and spiritual aspects of the trolley problem are discussed in connection with the dropping of atomic bombs on Hiroshima and Nagasaki. First, I show that the dropping of atomic bombs was a typical example of the events that contained the logic of the trolley problems in their decision-making processes and justifications. Second, I discuss five aspects of “the problem of the trolley problem;” that is to say, “Rarity,” “Inevitability,” “Safety Zone,” “Possibility of Becoming a Victim,” (...) and “Lack of Perspective of the Dead Victims Who Were Deprived of Freedom of Choice,” in detail. Third, I argue that those who talk about the trolley problem are automatically placed in the sphere of the expectation of response on the spiritual level. I hope that my contribution will shed light on the trolley problem from a very different angle, which has not been made by our fellow philosophers. (shrink)

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

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

I argue against Judith Jarvis Thomson’s solution for solving paradoxes surrounding trolley cases. I then offer my own competing, novel solution. Thomson famously proposed that what matters in trolley-type cases is whether an agent does something to a threat itself so as to minimize harm or whether the agent initiates a new threat against a person so as to minimize harm. According to her, we intuitively assume that minimizing harm is permissible in the former case (doing something to a threat) (...) but not the latter (initiating a new threat to a person). I demonstrate that this distinction does not accommodate our intuitions in all trolley-type cases. I then propose a new distinction – that of being “in the realm” and “out of the realm” - that does accommodate our intuitions across the range of trolley type cases. Bringing someone from “out” of the realm “into” the realm thus constitutes a new deontological constraint against minimizing harm. (shrink)

Ethical theory often starts with our intuitions about particular cases and tries to uncover the principles that are implicit in them; work on the ‘trolley problem’ is a paradigmatic example of this approach. But ethicists are no longer the only ones chasing trolleys. In recent years, psychologists and neuroscientists have also turned to study our moral intuitions and what underlies them. The relation between these two inquiries, which investigate similar examples and intuitions, and sometimes produce parallel results, is puzzling. (...) Does it matter to ethics whether its armchair conclusions match the psychologists’ findings? I argue that reflection on this question exposes psychological presuppositions implicit in armchair ethical theorising. When these presuppositions are made explicit, it becomes clear that empirical evidence can (and should) play a positive role in ethical theorising. Unlike recent assaults on the armchair, the argument I develop is not driven by a naturalist agenda, or meant to cast doubt on the reliability of our moral intuitions; on the contrary, it is even compatible with non-naturalism, and takes the reliability of intuition as its premise. The argument is rather that if our moral intuitions are reliable, then psychological evidence should play a surprisingly significant role in the justification of moral principles. (shrink)

The Trolley Problem is one of the most intensively discussed and controversial puzzles in contemporary moral philosophy. Over the last half-century, it has also become something of a cultural phenomenon, having been the subject of scientific experiments, online polls, television programs, computer games, and several popular books. This volume offers newly written chapters on a range of topics including the formulation of the Trolley Problem and its standard variations; the evaluation of different forms of moral theory; the neuroscience and social (...) psychology of moral behavior; and the application of thought experiments to moral dilemmas in real life. The chapters are written by leading experts on moral theory, applied philosophy, neuroscience, and social psychology, and include several authors who have set the terms of the ongoing debates. The volume will be valuable for students and scholars working on any aspect of the Trolley Problem and its intellectual significance. (shrink)

Joshua Greene and Peter Singer argue, on the basis of empirical evidence, that deontological moral judgments result from emotional reactions while dispassionate reasoning leads to consequentialist judgments. Given that there are good reasons to doubt these emotionally driven intuitions, they argue that we should reject Kantian ethics. I argue that the evidence does not support the claim that consequentialism is inherently more reason-based or less emotion-based than Kantian ethics. This is partly because the experiments employ a functional definition of ‘deontological’ (...) that is so broad as to include any non-consequentialist theory, including virtue ethics, divine command theory, and even rule-utilitarianism. Thus the experiments failed to capture the reasons behind the judgments. Also, the results of the experiments are partly due to the extensive use of moral dilemmas like the footbridge version of the trolley scenario. The options in these dilemmas involve different levels of moral thinking. The consequ.. (shrink)

We challenge the popular classification of the trolley problem as a series of thought experiments in possible worlds. The trolley world is, in fact, impossible. It is, rather, a fantasy world of role-playing language game within a graphic narrative. The trolley world has all the characteristics of a game that game designers seek to reproduce. Thus, the following paper is a spoilsport, revealing the playful aspects of the trolley problem. Historically, the trolley problem substantially contributed to ethical discourse. Nowadays, attempts (...) to resolve it generate few applications and weigh down the theoretical discourse. We argue that it makes less sense to view the trolley problem as a flawed problem-solving, probative, or heuristic tool, than to view it as a strong intuition pump, well suited to teach fundamental ethical issues. While the process of engaging with the trolley problem may be prolific, the problem itself is not of our world. (shrink)

The trolley problem, first described by Foot (1967) and Thomson (The Monist, 59, 204–217, 1976), is one of the most famous and influential thought experiments in deontological ethics. The general story is that a runaway trolley is threatening the lives of five people. Doing nothing will result in the death of those persons, but acting in order to save those persons would unavoidably result in the death of another, sixth person. It appears that, depending on the situation, we have different (...) moral judgments about the permissibility of action. We will review and systematize all the proposals in the literature of the past 35 years that have attempted to grasp our moral intuitions in a simple deontological principle. In particular, seventeen proposals will be classified: six algorithmic, seven psychological, and four other invalid accounts. This review and classification sheds light on some subtle differences and clarify a few issues. (shrink)

The Trolley Problem is an ethical thought experiment dreamed up in 1967 by British philosopher Philippa Foot, and further developed by American thinker Judith Jarvis Thomson in the '70s. Since then, philosophers have devised a variety of iterations of the problem. This book explores these through the lens of a trial in the court of public opinion.

Even a dog can tell if he was tripped over or kicked. Would entrepreneurs know? To slow down the progress of the SARS-CoV-2 pandemic, many states have taken restrictive measures, including the closing of private businesses. Are entrepreneurs therefore entitled to compensation? The answer is not obvious. In this paper, I suggest a solution which follows from a si mple test inspired by the famous trolley dilemma, asking whether the state used entrepreneurs as instruments (means) to slow down the pandemic. (...) I argue that entrepreneurs were not “used” that way, which is why they possess no moral claim to compensation for the harm caused by the closure. However, I do argue for at least a moral claim of theirs to satisfaction. For the possible disruption of their relationship with other citizens, rather than for the monetary damage they were forced to bear. (shrink)

The hypothetical scenarios generally known as trolley problems have become widespread in recent moral philosophy. They invariably require an agent to choose one of a strictly limited number of options, all of them bad. Although they don’t always involve trolleys / trams, and are used to make a wide variety of points, what makes it justified to speak of a distinctive “trolley method” is the characteristic assumption that the intuitive reactions that all these artificial situations elicit constitute an appropriate (...) guide to real-life moral reasoning. I dispute this assumption by arguing that trolley cases inevitably constrain the supposed rescuers into behaving in ways that clearly deviate from psychologically healthy, and morally defensible, human behavior. Through this focus on a generally overlooked aspect of trolley theorizing – namely, the highly impoverished role invariably allotted to the would-be rescuer in these scenarios – I aim to challenge the complacent twin assumptions of advocates of the trolley method that this approach to moral reasoning has practical value, and is in any case innocuous. Neither assumption is true. (shrink)

The Trolley Problem arises from a set of moral dilemmas, most of which involve tradeoffs between causing one death and preventing several more deaths. The normative and descriptive Trolley Problems are closely related. The normative Trolley Problem begins with the assumption that authors' natural responses to these cases are generally, if not uniformly, correct. Thus, any attempt to solve the normative Trolley Problem begins with an attempt to solve the descriptive problem, to identify the features of actions that elicit their (...) moral approval or disapproval. The chapter explains an empirical research paper to provide an approximate descriptive solution to the Trolley Problem. More specifically, this research highlights the influence of two factors that exert a powerful influence when both are present. From a normative perspective, the personal force factor is notable because it is not one that the authors ordinarily regard as morally relevant. (shrink)

For many years, philosophers have argued about the Trolley Problem – but they've also argued about whether the problem ought to interest us. According to some, the artificiality of the situations means that they involve no complicating factors – and so we ought to take our intuitions about them especially seriously. According to others, though, the artificiality of the situations means that our intuitions about them are meaningless. I hereby name the puzzle of why our intuitions about this differ the (...) ‘Trolley Meta-Problem’. The story that follows illustrates this problem – and the Trolley Problem itself – in a humorous way. (shrink)

Many political libertarians argue, or assume, that negative moral duties (duties not to harm others) prevail over positive moral duties (duties to aid others), and that the legal system ought to reflect such pre-eminence. I call into question this strategy for defending a libertarian order. I start by arguing that a successful account of the well-known case of a runaway trolley that is about to kill five innocents unless a passer-by diverts it onto one innocent, killing him, should point to (...) (i) the ex ante advantage to all six of being subject to a policy of redirection of runaway trolleys, and (ii) the causal structure of killing vs. letting-die choices. I then argue that this account of the trolley case entails that legal systems reflecting the relative stringency of negative and positive moral duties should uphold redistributive measures at odds with libertarianism. The assumption that the legal system ought to reflect, through non-causal routes, moral principles and their relative weights leads to either an ideal-theory (in Rawls's sense) assessment of libertarianism or a symbolic account of the relationships between morality and law. Libertarians should undermine this assumption if they hope to offer an all-things-considered case for free markets. (shrink)

Discussion of the ethics of driverless cars has often focused on supposed real-life versions of the famous trolley problem. In these cases, a driverless car is in a position where crashing is unavoidable and all possible crashes risk harm: for example, it can either continue on its current path and crash into five pedestrians or swerve and crash into one pedestrian. There are significant disanalogies between the human versions of the trolley problem and situations faced by driverless cars which affect (...) the application and moral significance of key deontological distinctions, such as the distinction between doing and allowing harm. The application and moral significance of the doing/allowing distinction in the context of the behaviour of driverless cars depend on (a) our conception of the behaviour of driverless cars; (b) the forms of driverless cars that are developed and used; (c) the background expectations of programmers/manufacturers/owners of driverless cars and the conditions of being able to put those cars on the roads. These are as yet unsettled – and may even be undetermined. Nonetheless, trolley problems may still be useful in thinking about the ethics of driverless cars. (shrink)

The author of the lectures in this book responds to the commentaries given. Firstly, the response discusses the view presented in the first comment of what the Trolley Problem is, its understanding of and objections to the Principle of Permissible Harm, its analysis of Foot’s views, and its claims about the relative role of cases and theory in explaining a moral issue. Intricacies not brought up in Lecture II are considered here and variations on the Principle of Permissible Harm, including (...) the Principle of Productive Purity, are described. There follows a reaction to the second comment’s stated views on the relevance of the Principle of Permissible Harm to conduct in war and its views about the ability of the principle to explain intuitive responses to the Trolley Problem. The third comment’s presented views on resolving moral disagreement and the importance of providing theories that justify intuitive judgments are considered as well. (shrink)

Autonomous vehicles have the potential to save tens of thousands of lives, but legal and social barriers may delay or even deter manufacturers from offering fully automated vehicles and thereby cost lives that otherwise could be saved. Moral philosophers use “thought experiments” to teach us about what ethics might say about the ethical behavior of AVs. If a manufacturer designing an AV decided to make what it believes is an ethical choice to save a large group of lives by steering (...) away from the large group towards a single individual, could the manufacturer be liable to that single individual? I believe the answer is yes. This article discusses famous “trolley problem” thought experiments in moral philosophy, which news articles have recently applied to AVs. After establishing a hypothetical case, applying product liability law to AV behavior may show a way, in some jurisdictions, that will permit a manufacturer to implement an ethical choice without triggering liability, but liability risk remains. I then turn to possible traditional defenses to see if they prevent liability for a manufacturer making what it believes is an ethical design choice—necessity, defense of self, and the sudden emergency doctrine. None of them provides an effective defense. Under current law, maximizing collision avoidance appears to minimize legal risk. I conclude that the only way to provide effective protection to a manufacturer seeking to implement ethical choices about AV behavior is through special legislation or regulation. (shrink)

Thomson's goal in presenting her famous Trolley problem is to evince an explanatory weakness in the principle that killing is worse than letting die. Along the way, she tries to evince a similar weakness in the Kantian principle forbidding the use of people as mere means (henceforth: the Kantian prohibition). However, Thomson's negative assessment of the Kantian prohibition is unwarranted, and that is what this paper aims to show. The paper is divided into three sections. In the first, I introduce (...) the Kantian prohibition on using persons as mere means. In the second, I explain where the Trolley problem gets onto the wrong track. To do so, I shall engage with Kleingeld's recent and ingenious Kantian contribution to the trolley problem literature. In the third, I sketch some of what is needed for a Kantian solution to the Trolley problem. (shrink)

Judith Jarvis Thomson has recently proposed a new argument for the thesis that killing the one in the Trolley Problem is not permissible. Her argument relies on the introduction of a new scenario, in which the bystander may also sacrifice herself to save the five. Thomson argues that those not willing to sacrifice themselves if they could may not kill the one to save the five. Bryce Huebner and Marc Hauser have recently put Thomson's argument to empirical test by asking (...) people what they should do in the new trilemma case, in which they may also sacrifice themselves. They found that the majority judge that they should either kill the one or sacrifice themselves; Huebner and Hauser argue that those numbers speak against Thomson's argument. But Thomson's argument was about the dialectical effect of the new trilemma on the traditional dilemma, rather than about the trilemma itself. Here I present the results of a study in which I asked subjects first what they should do in the trilemma and then what they should do in the traditional Trolley Problem. I found that, if asked first about the trilemma, subjects then have the intuition that killing the one in the traditional Bystander at the Switch is not permissible?exactly what Thomson's argument had predicted. (shrink)

This chapter proposes a solution to the Trolley Problem in terms of the Kantian prohibition on using a person ‘merely as a means.’ A solution of this type seems impossible due to the difficulties it is widely thought to encounter in the scenario known as the Loop case. The chapter offers a conception of ‘using merely as a means’ that explains the morally relevant difference between the classic Bystander and Footbridge cases. It then shows, contrary to the standard view, that (...) a bystander who diverts the trolley in the Loop case need not be using someone ‘merely as a means’ in doing so. This makes it possible to show why the Loop scenario does not undermine the explanation of the salient moral difference between the Bystander and Footbridge cases. (shrink)

Stephen Gardiner and Augustin Fragnière offer a thorough critique of the Oxford Principles meant to govern geoenegineering in their paper ‘The tollgate principles for the governance...

"A runaway trolley is speeding down a track" So begins what is perhaps the most fecund thought experiment of the past several decades since its invention by Philippa Foot. Since then, moral philosophers have applied the "trolley problem" as a thought experiment to study many different ethical conflicts - and chief among them is the programming of autonomous vehicles. Nowadays, however, very few philosophers accept that the trolley problem is a perfect analogy for driverless cars or that the situations autonomous (...) vehicles face will resemble the forced choice of the unlucky bystander in the original thought experiment. This book represents a substantial and purposeful effort to move the academic discussion beyond the trolley problem to the broader ethical, legal, and social implications that autonomous vehicles present. There are still urgent questions waiting to be addressed, for example: how AVs might interact with human drivers in mixed or "hybrid" traffic environments; how AVs might reshape our urban landscapes; what unique security or privacy concerns are raised by AVs as connected devices in the "Internet of Things"; how the benefits and burdens of this new technology, including mobility, traffic congestion, and pollution, will be distributed throughout society; and more. An attempt to map the landscape of these next-generation questions and to suggest preliminary answers, this volume draws on the disciplines of philosophy, sociology, economics, urban planning and transportation engineering, business ethics and more, and represents a global range of perspectives. (shrink)

How compelling is radical normative pluralism, i.e. the view that contrary moral positions (deontological, consequentialist and so on) are all morally acceptable even in one given case? In ‘A Hostage Situation’ (2019), Saul Smilansky presents a thought experiment about moral decisions in life-and-death situations. According to Smilansky, the Hostage Situation (HS) reveals a rather puzzling and radical normative pluralistic picture, according to which even in life-and-death decisions, many moral choices that sometimes contradict each other are more or less equitable or (...) at least morally acceptable simultaneously. He argues that there is a paradigmatic difference between HS and Trolley-Problem-type cases (TP); according to him, the decision in TP is always single-valued, so one cannot be pluralistic in a plausible way—that is, one cannot rationally accept both options at the same time. TP, he claims, has been a misleading paradigmatic example; the radically pluralistic result of HS may be a better paradigm for much of morality. I argue that Smilansky should have gone further, and that a proper understanding of HS and TP reveals that, far from being in conflict, both thought experiments support a radical normative pluralism. Thus, building upon Smilansky’s work but offering a very different position, I present in this paper a radical, novel interpretation of Trolley-Problem-type cases, which, if convincing, should significantly affect the way we think about normative moral theory. (shrink)

A rigorous treatment of a thought experiment that has become notorious within and outside of philosophy - The Trolley Problem - by one of the most influential moral philosophers alive todaySuppose you can stop a trolley from killing five people, but only by turning it onto a side track where it will kill one. May you turn the trolley? What if the only way to rescue the five is to topple a bystander in front of the trolley so that his (...) body stops it but he dies? May you use a device to stop the trolley that will kill a bystander as a side effect? The "Trolley Problem" challenges us to explain and justify our different intuitive judgments about these and related cases and has spawned a huge literature. F.M. Kamm's 2013 Tanner Lectures present some of her views on this notorious moral conundrum. After providing a brief history of changing views of what the problem is about and attempts to solve it, she focuses on two prominent issues: Does who turns the trolley and how the harm is shifted affect the moral permissibility of acting? The answers to these questions lead to general proposals about when we may and may not harm some to help others. Three distinguished philosophers - Judith Jarvis Thomson, Thomas Hurka, and Shelly Kagan - then comment on Kamm's proposals. She responds to each comment at length, providing an exceptionally rich elaboration and defense of her views. The Trolley Problem Mysteries is an invaluable resource not only to philosophers concerned about the Trolley Problem, but to anyone worried about how we ought to act when we can lessen harm to some by harming others and how we can reach a decision about the question. (shrink)

Trolley problems have been used in the development of moral theory and the psychological study of moral judgments and behavior. Most of this research has focused on people from the West, with implicit assumptions that moral intuitions should generalize and that moral psychology is universal. However, cultural differences may be associated with differences in moral judgments and behavior. We operationalized a trolley problem in the laboratory, with economic incentives and real-life consequences, and compared British and Chinese samples on moral behavior (...) and judgment. We found that Chinese participants were less willing to sacrifice one person to save five others, and less likely to consider such an action to be right. In a second study using three scenarios, including the standard scenario where lives are threatened by an on-coming train, fewer Chinese than British participants were willing to take action and sacrifice one to save five, and this cultural difference was more pronounced when the consequences were less severe than death. (shrink)

Three studies were designed to explore a major criticism of sacrificial dilemmas, namely that their potential humorous aspects may distort moral decision-making. We collected moral responses (i.e. moral judgment and choice of action) but also asked participants to rate the funniness of moral dilemmas, in order to combine humour assessment and moral responses. In addition, the emotional responses to moral dilemmas were recorded for both men and women (including emotions related to humour), and the potential effect of individuals’ need for (...) humour was also considered. Overall, three main results were reported. Firstly, the dilemmas used in our studies were not rated as funny at all. Secondly, reading moral dilemmas increased negative emotions (i.e. sadness, disgust, guilt) and decreased positive emotions associated with humour (i.e. joy, amusement, and mirth), with gender effects since women experienced stronger negative emotions than men. Thirdly, funniness ratings of sacrificial dilemmas did not vary according to gender and need for humour. This series of studies does not report empirical evidence to support the humorous aspects of trolley-type dilemmas, but invites a more systematic examination of how sacrificial dilemmas are perceived by participants who have to produce moral responses. (shrink)

The series of 'trolley' examples issue a challenge to moral principles based on intentions, since it seems that these give the wrong answers in two important cases: 'Fat Man', where they seem to say that it is permissible to push someone in front of a trolley to save others, and 'Loop', where they seem to say that it is wrong to divert a trolley towards a single person whose body will stop it and save others. I reply, first, that there (...) is a parallel between the wrongful intention to mutilate in 'Transplant', where one person's vital organs are removed to save others' lives, and the intention to assault in Fat Man. Secondly, I defend Frances Kamm's view that in Loop one can divert the trolley towards the one without an intention to kill or assault, since good potential side-effects can be taken into account in deciding what to do, without their becoming intentions. (shrink)

The rapid progress of artificial intelligence (AI) has resulted in its integration into various stages of the media process, including information gathering, processing, and distribution. This integration has raised the possibility of AI dominating the media industry, leading to an era of “autonomous driving” within AI-driven media systems. Similar to the ethical dilemma known as the “trolley problem” (TP) in autonomous driving, a comparable problem arises in AI automated media. This study examines the emergence of the new TP in fully (...) automated AI-driven media (FAAIM), recognizing the complexity of this problem given the nature of media content and its societal impact. To address this complexity, we propose the adoption of the theory of “meaningful human control,” originally developed to address responsibility in the governance of lethal autonomous weapons systems, as a framework for governing FAAIM. By ensuring that humans can be held responsible for the operations of FAAIM, this paper aims to proactively confront the ethical challenges arising from FAAIM, identify potential solutions, and guide future research in media ethics. (shrink)

Lecture I begins with a brief history of changing views on what the Trolley Problem is and attempts to solve it. The lecture then critically examines Judith Thomson’s recent view that a moral distinction between killing and letting die, and between what a conductor of the trolley or a mere bystander may do to save people from the trolley, eliminates what she now thinks of as the Trolley Problem. The last part considers a different argument for the conclusion that Thomson (...) now favors, but ultimately attempts to resurrect the Trolley Problem, suggesting that it is not who turns the trolley that makes the turning permissible. (shrink)