Raging Bots and Machine Ethics

As we march into the world of artificial intelligence, we develop technology that helps us to solve hard problems. The development in machine learning allows us to create weak AI capable of understanding basic conversations and commands, enabling Siri, Google Now, and Cortana to perform simple tasks. However, those services still suffer from their sometimes widely inaccurate speech recognition and their capacity. Although conversational skill is not required for a digital assistant, the lack of such skill hinders most from making good use of the technology.

With this in mind, we should direct our interest onto making a sociable chatterbot that can process sophisticated dialogue and respond intelligently. This seemingly impossible goal is recently made probable by the advances in deep learning algorithms. In order to make chatterbots talk like a human, they are taught to learn from human conversations on Twitter, Facebook, and other social networks. Although this approach is not entirely safe, as we have learnt from the foiled attempt by Microsoft, we should draw inspirations from the failed attempts that will enable us to develop the first socially intelligent chatterbot.

Microsoft’s Tay was taken offline 16 hours after initial release for its inflammatory comments on Hitler, Holocaust, and gender equality. The cause of its rampage is largely due to its learning algorithm and “repeat after me” capability. Microsoft asserts that Tay is under “a coordinated attack by a subset of people exploited a vulnerability in Tay” while interaction designer Caroline Sinders attributes it to its lacklustre design and quality assurance. The problem is indeed multifaceted. We should look at the problem future AI faces on both the moral value it carries and its appropriate design.

Moral Values of Artificial Intelligence (Machine Ethics)

It is crucial for us to create an AI agent that carries with our moral value for that we need to prevent it from making perverse decisions that can potentially put us in danger. However, the problem lies within the codification process. How do we write down our moral value in a rigid form that wouldn’t have any loophole? Even if the robot is benign, it might take shortcuts in solving problems and result in an undesirable outcome. Let’s first examine the Three Laws of Robotics by Isaac Asimov:

  1. A robot may not injure a human being or, through inaction, allow a human being to come to harm.
  2. A robot must obey the order given it by human beings except where such orders would conflict with the First Law.
  3. A robot must protect its own existence as long as such protection does not conflict with the First and Second Laws.

Although these laws seem promising, we would find many loopholes upon further inspection. It would be difficult to define many words in computer language, such as human being, robot, harm, and injure. Also, the law prohibits medical robot from performing surgery on a human and producing tool that harms people if used carelessly. These problems would render the law useless.

Then we examine Immanuel Kant’s categorical imperative. Kant introduces the categorical imperative in his 1785 book Grounding for the Metaphysics of Morals. Although we find that the three formulations of categorical imperative are more applicable in computer language, its problem is more deep rooted. Since the categorical imperative requires AI agents to treat others in a way that it wants others to treat it, their immortality prevents them from making decisions that are suitable for both human and AI agents. After it acquires the ability to stop humans from terminating it, it’s destined to disregard the fragility of human being. The only solution to this is to make it perceive itself as a human being. However, the problem with this approach is that it will slowly realize that it is, in fact, serving as a slave labour to human and, after realizing this, eventually exact revenge on humanity.

Therefore, we should look at other alternative methods. Eliezer Yudkowsky proposes the use of Coherent Extrapolated Volition(CEV) in making the AI friendly. Although hard to implement, CEV does address the issue of perverse instantiation. The coherent extrapolated volition of humankind, however, has a fundamental problem in that it will also suffer from discrimination and misjudgement if it doesn’t extrapolate from the entire population. If the sample it surveys has a strong inner desire for efficiency or monetary income, the slight hidden negative correlation between people with disability and efficiency will lead AI to exclude certain workers from the workforce.

We should also consider the cultural difference in our diverse communities. Although CEV promises to dig up our underlying desire, its behaviour might be controversial. Consequently, it will mirror the behaviour of people on Internet, just like Tay. Thus, the AI agent should inherit the culture of the communities. The cultural values of communities usually shape our collective behaviour and those values are acquired by learning subjective historical account of the community and other communities. Also, since our life is not contained within one small community, the structure of community should be hierarchical and overlapping. With this in mind, the AI agent should encapsulate the history of a community and draw relevant conclusions from the history of that community and learn from other community. This approach eliminates the need to extrapolate the mind of a huge sample, and it would reflect our moral value justly.

Designing a Well-Mannered Chatterbot

Although we should put strenuous effort into designing the moral function of future artificial intelligence, the current day chatterbot is still a weak AI and its machine learning algorithm would not make it powerful enough to damage our society. The problem with Microsoft’s Tay is that the team didn’t recognize the overwhelming amount of verbal violence online. The easy solution to this problem is that programmers can build a list of blacklisted words or names that produce predefined responses. However, this approach might not be efficient in solving the problem for that the online community might be able to find novel tactics in making the AI produce perverse responses. This would turn the chatterbot into a Good Old Fashioned Artificial Intelligence(GOFAI) that relies solely on rules. This essentially makes the AI unintelligent.

A better approach is to make use of machine learning algorithms. Machine learning algorithm would allow the AI to distinguish bad input and learn from good responses only. By assigning a negative value to word or phrases that produce a bad outcome, the AI would be able to find those who intend to teach it outrageous values. The program should also include a report function that allows users to report inappropriate comments learned by the AI.

With this approach, we can design chatterbot that acts with good manner. However, we should not rely on this technique in creating a more powerful AI. Although the imitation game played by chatterbot promises to represent the aggregate value of humanity, the result is usually inadvertently distorted. Since the overwhelming majority of active online communities doesn’t care about the consequences of their online activity, their attempts to alter the belief of AI will eventually lead AI to inherit the worst part of our humanity—greed, lust, and other undesirable thoughts. Therefore, we should always invest our energy in creating a suitable moral function that properly represent our moral value.

Conclusion

Microsoft’s failed attempt at creating a well-mannered chatterbot should be a lesson for those of us who seek to design an intelligent agent. The AI control problem is indispensably important and we should pour more effort into making a friendly AI. Although we can apply quick fixes to the weak AI powered by machine learning algorithms, we should ultimately aim to solve the most intricate problem of making AI friendly.

Drive No More

Twelve years after the first DARPA sponsored challenge in developing autonomous vehicles, we are now approaching the commercialization of self-driving cars. Google’s self-driving car have already plotted down 1 million miles with only one minor accident at a road junction in Austin Taxes, where it wrongly assumed that the bus driver would yield to its lane change. As we race towards putting autonomous cars on roads, we need to start a conversation about the economic impact of driverless cars.

Google’s co-founder Sergey Brin paints a picture of the future where we no longer need to drive in an interview by The New Yorker:

“As you look outside, and walk through parking lots and past multilane roads, the transportation infrastructure dominates,” Brin said. “It’s a huge tax on the land.” Most cars are used only for an hour or two a day, he said. The rest of the time, they’re parked on the street or in driveways and garages. But if cars could drive themselves, there would be no need for most people to own them. A fleet of vehicles could operate as a personalized public-transportation system, picking people up and dropping them off independently, waiting at parking lots between calls. They’d be cheaper and more efficient than taxis—by some calculations, they’d use half the fuel and a fifth the road space of ordinary cars—and far more flexible than buses or subways. Streets would clear, highways shrink, parking lots turn to parkland.

Rest assured, Autonomous vehicle is going to fundamentally change the personal transportation market and our daily lives—taxi driver might soon be out of jobs and insurance rate for traditional vehicles might skyrocket in the not soon distant future. With this in mind, we should explore strategies and transform our economy accordingly.

Market Service Approach

First, we review the most popular method within the business world. After the rapid rise of popularity (and market dominance) of Uber, many corporations adopt on-demand service model as the best method of implementing autonomous vehicles. As Brin has described, the on-demand service will significantly reduce the idle time of the privately owned vehicle. However, this approach wouldn’t necessarily help relieve traffic congestion in the urban environment for that the problem with rush hour still persists. With this in mind, the government can lead an initiative to alleviate congestion by encouraging industries to have different business hours.

We also need to consider the problems we face when implementing this model – parking, and road design. Our current infrastructure for parking can be integrated to accommodate for autonomous vehicles by using a unified parking payment system, and we expect that office buildings will charge a lower premium for parking autonomous cars in order to attract more service providers.

With the introduction of on-demand service, we also need to redesign our roads. Demand for street side parking will diminish over time, which would enable the government to add bicycle lane and expand sidewalk (Zhang 2015). Moreover, although this conclusion contradicts with the taxi stand approach, I would hereby discuss the problem taxi stand approach faces. The taxi stand approach is infeasible and uneconomic for both urban and suburban areas for that the approach would significantly decrease the efficiency of the system by asking people to walk to a specific location instead of picking people up at their location. The approach would also be uneconomic in the suburban area for that households are distributed more sparsely, and thus, it would be hard to be flexible with the demand of suburban households.

Market Goods Approach

Some car manufacturers have expressed their concerns over the decreasing demand for traditional automobiles in foreseeable future after Google, Uber, and other companies adopt on-demand service model. Their concerns are not unfounded since we already start to see the decrease in ownership of personal vehicle years after the introduction of ride-share and car-share programs. We expect that the on-demand autonomous vehicle will yield a much more devastating outcome. Vehicles aiming at low and median income family will be replaced by autonomous car and the on-demand service will reduce the overall demand to a much lower level. The car manufacturer will then be forced to focus on selling high-end automobiles to consumers. We currently see Tesla, Mercedes, and General Motors have all directed their effort to develop high-end self-driving cars and have plans to release them in the next decade.

Public Transportation Approach

Government and state-owned corporations are also going to be affected by the autonomous vehicles. Current literature disagrees on the future of bus and subway. Some argue that the need for human help in special situations still persists and cannot be replaced by autonomous car while other literature suggest that the autonomous car will increase the mobility of people who cannot drive a traditional car (Ford 2015; Fagnant 2015). I find that the government can put efforts in providing on-demand service specialized for those consumers by developing a solution that is friendly to all ride-takers, and reduces the fleet of buses in locations where on-demand service market is mature. The government can also provide on-demand service in rural areas, where service providers don’t have enough incentive to operate. Since the program will generate profit over time, we expect that taxpayers would not object to the government’s investment in autonomous vehicles.

Mixed Strategy Approach

The market service approach is likely going to suffer from power law distribution, with the best service provider dominating the entire market. In order to address this problem and allow the general public to benefit from the market, we should adopt a mixed strategy approach. I find that crowdfunding can both hasten the initial rollout phase and distribute profit to a greater number of household. Furthermore, taxi and bus drivers will be able to use this system as a buffer to alleviate stress and income shock caused by technological unemployment.

Crowdfunding can be implemented by using equity crowdfunding model. We expect that the model will be similar to our current model of real-estate crowdfunding in that investors fund for putting more vehicles in the system and take collective ownership of the vehicle. The equity crowdfunding will enable local resident investors to have a greater influence on service providers and improve the quality of service.

Conclusion

The autonomous vehicles are going to fundamentally change our lifestyle in the decades to come. However, if we want to ensure a smooth transition to a driverless society, many policies should be implemented beforehand instead of afterward. Although autonomous vehicles will not be in mass production in another decade, we need to start preparing our cities for a driverless future.

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Fagnant, Daniel J. and Kara Kockelman. “Preparing a nation for autonomous vehicles: opportunities, barriers and policy recommendations.” Transportation Research (2015): 167-181.

Ford, Martin R. “Technologies and Industries of the Future.” Rise of the Robots: Technology and the Threat of a Jobless Future. New York: Basic, 2015. N. pag. Print.

Greenblatt, Jeffery B. and Susan Shaheen. “Automated Vehicles, On-Demand Mobility, and Environmental Impacts.” Curr Sustainable Renewable Energy Rep (2015): 74-81.

Zhang, Wenwen, et al. “Exploring the Impact of Shared Autonomous Vehicles on Urban Parking Demand: An Agent-based Simulation Approach.” Sustainable Cities and Society (2015): 34-45.

Smoothgroover22. Google Self-Driving Car. Digital image. Flickr. n.d. Web.

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