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Dear colleagues,

I am pleased to have this opportunity to speak to you about France's efforts to combat climate change. As the French Ecology Minister, I am proud to say that our country is taking strong and decisive action to address this global crisis.

Firstly, according to Carbon Brief, France has implemented a carbon tax on fossil fuels and a cap-and-trade system for large emitters, which has helped to reduce our greenhouse gas emissions. We believe that carbon pricing is a necessary step towards reducing emissions, and we urge other countries to follow our example.

Secondly, as outlined in a report by the European Commission, France has set a goal of producing 32% of its energy from renewable sources by 2030. To achieve this, we have invested heavily in wind and solar energy, as reported by Reuters. We believe that the transition to renewable energy is vital in order to combat climate change and reduce our dependence on fossil fuels.

Thirdly, France has offered financial incentives to individuals who purchase electric vehicles, and we have set a goal of ending the sale of gasoline and diesel vehicles by 2040, as reported by the BBC. According to Reuters, France's incentives for electric vehicles have been successful in increasing the number of EVs on the road.

Fourthly, according to a study published in ScienceDirect, France has implemented policies to promote sustainable agriculture and reduce the use of pesticides. We believe that sustainable agriculture is crucial in order to reduce emissions and protect the environment.

Fifthly, France has set energy efficiency targets for buildings, as reported by BuildUp, and has implemented regulations to improve the energy performance of new buildings, as reported by Reuters. We believe that improving energy efficiency is a vital step towards reducing emissions and mitigating climate change.

Sixthly, France has played a leading role in international climate negotiations and has hosted several high-profile climate summits, as reported by Reuters. We believe that international cooperation is essential in order to combat climate change, and we are committed to working with other countries to achieve our goals.

Lastly, according to Reuters, France has committed to reforesting areas of the country, and has implemented policies to protect existing forests. We believe that forest conservation is an important step towards reducing emissions and preserving biodiversity.

In conclusion, France is committed to taking bold action to combat climate change, and we urge other countries to join us in this important effort. Thank you for your attention.

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-Freedom summer
-4 little girls
-copwatch
-the birth of a nation
-the dictator
-the great dictator
-there is no evil
-don't look up
-invictus

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- Ultimate game
- Ready Player One
- Avatar

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This is a good article about how art has the power to change the world : https://www.weforum.org/agenda/2016/01/why-art-has-the-power-to-change-the-world/

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Why art has the power to change the world

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Davos 2016: The arts and culture represent one of the few areas in our society where people can come together to share an experience even if they see the world in radically different ways, argues Olafur Eliasson.

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This is a book I recommand :

Exploring Identity and Citizenship in a Virtual World

Stewart Martin (Centre for Educational Studies, University of Hull, Hull, UK)

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- Wonder
- The intern
- Coco
- Akeelah

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Our classrooms are diverse on multiple levels, with students in the room from many states, countries, and language backgrounds. Our students’ complex and intersectional identities represent many different kinds of lived experiences with race, socioeconomics, gender, sexual identity, ability, and privilege. While as faculty we strive to make our classrooms welcoming to all, and to create an inclusive climate for class participation, we sometimes overlook the important role of our readings or other texts–the very core of our classes.

source : https://www.bu.edu/teaching-writing/resources/choosing-a-diverse-and-inclusive-set-of-texts/

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Our classrooms are diverse on multiple levels, with students in the room from many states, countries, and language backgrounds. Our students' complex and intersectional identities represent many different kinds of lived experiences with race, socioeconomics, gender, sexual identity, ability, and privilege. While as faculty we strive to make our classrooms welcoming to all, and to create an inclusive climate for class participation, we sometimes overlook the important role of our readings or other texts-the very core of our classes.

An enormous amount has been written about diversifying, or decolonizing, the syllabus. Max Liboiron, in this 2019 piece from CLEAR (a feminist, anti-colonialist research lab), wrestles with the difficult decisions we need to make here: "Inclusion is a form of diversification but it can also be violent. Inviting voices into spaces not built for them or that undermine their messages, lived experiences, and expertise can often work against the well-intentioned goals of inclusion."

We know that we need to diversify our syllabi: as Jasmine Roberts, in "White Academia: Do Better," writes, "Your Black students and other students of color need to actually see themselves reflected in class content. This leads to more engaging learning. It also helps broaden the education of your White students." Still, instructors might still be wondering how to do so. Partly because of these complex undercurrents, and partly also because of the breadth of topics we teach in the Writing Program, we cannot simply say that instructors should add a single book by a person of color and consider the syllabus successfully diversified. Instead of a list of texts to include, we suggest a reflective process in which we as instructors interrogate our own biases and consider what true inclusion might look like on our syllabi.

Why, as a White instructor, should you teach Black texts, and how can you do so effectively?

"As the White instructor of seminars such as 'Black Female Lives Matter' and 'Interrogating Race in Contemporary America,' which tend to draw many non-White students, I am never entirely comfortable in these classes, in part because I recognize that students might prefer an instructor of color to frame these topics. On the first day of class, I acknowledge that BU's faculty composition does not adequately reflect that of its students. But even if it did, I would continue to make space for a wide variety of perspectives in my courses. By creating more diverse syllabi, we create more inclusive classrooms, where together we can grapple through and beyond our mutual discomfort. This collaborative learning sends the message that racism is not a burden to be borne only by citizens of color-rather, it should concern all of us."

-Jessica Bozek, Senior Lecturer

Reflect on your own role as an instructor

Michael Seward, writing for the NCTE Standing Committee on Global Citizenship, offers useful goals: "[T]o begin to ameliorate the deep damage caused by colonization and racism (systems of power) means to be actively and overtly political. To decolonize the classroom, one must examine oneself and one's beliefs." He continues, arguing that instructors need to "[l]et go of the disingenuous notion of objectivity in the classroom, of maintaining political neutrality, of seeing all sides and positions as having equal impact on marginalized groups"; "[a]cknowledge that your role as teacher has been historically problematic: that by teaching English you are inherently complicit with forces that damage marginalized students," and ultimately also "[s]ee yourself, your curriculum, your content and your classroom as existing within a historical context of racism, subjugation, and control."

Make efforts to include Black scholars as argument or theory sources, not just as exhibits

The BEAM/BEAT framework reminds us that there are many ways of using sources; ideally, we would model for our students the use of Black and other scholars of color in all roles, not just as exhibit sources. Marius Kothor, in a guest post called "5 Anti-Racist Practices White Scholars Can Adopt Today" for the popular academic blog The Professor Is In, argues that "Citation practices are political statements. The choices scholars make about who and how to cite reflect their attitudes about whose work is worth serious intellectual engagement. Over the years, initiatives like #citeblackwomen have highlighted the ways in which white scholars marginalize their Black peers, particularly Black women scholars, by not citing their work."

How can we work to expose international students, who are primarily from Asia, to non-Asian BIPOC voices?

The first thing I do is poll students (anonymously) about what racial stereotypes they are familiar with (stressing that I am not asking what they believe, just what they have heard). Once I've reviewed this list I can build discussions around unpacking these beliefs culturally and historically and then introduce sources (in a variety of media) that offer authentic BIPOC voices and experiences. Even more so than our native students, international students, who often come from monoracial/ethnic cultures, need help understanding the context and nuances of the racial history and lived experiences of BIPOC, and they are looking to us (whether they know it or not) to provide it.

-Sarah Hanselman, Master Lecturer

Think about reframing your discipline or sub-field

Kim Solga, in a blog called "The Activist Classroom," talks about what she learned from an indigenous scholar, Dylan Robinson, about how to reframe her plan for a reading list: "The most basic problem, he highlighted for us, is not that there are white dudes all over our courses (though that IS a problem, and jettisoning them is no bad thing). The most basic problem is that we let these white dudes set the tone, frame the question, and thus-as I had already felt uncomfortably in my seminar-shape the term's work." Instead, she muses, "What if we let a woman of colour, or an indigenous scholar or artist, do that privileged labour instead? What if the white dudes were required to dialogue with them, rather than the other way around? What if indigenous world views became the backbone of the course's ecosystem, and colonial knowledge systems were required to take a back seat for once?"

Confront the prejudices embedded in your discipline or sub-field

Instructors working in some disciplines or sub-fields may find it relatively easy to superficially diversify their reading lists. However, it's also important that we consider the danger inherent in teaching " damage-centered " texts that cement a broken view of marginalized communities. You may need to work harder to contextualize the Black texts you include so that students can begin to analyze the biases that surround common White interpretations. Liboiron goes on to state that "You can start by learning and teaching about the colonial roots and ongoing structures of colonialism in your discipline....learning the truths of colonization is literally your job. Doing the work is crucial. Doing it with students is even better."

Consider your students, and include them in this process

While instructors may sometimes express frustration at the growing popularity of the word "relatable" by students, good pedagogy suggests that we should attempt to meet students where they are, even while we challenge them to expand their thinking and move beyond their current knowledge and skills. Giving students responsibility for choosing or presenting some readings, and arguing for their inclusion in the syllabus (and maybe in the canon) is a great exercise. Though in the classroom we are the experts on writing, we don't need to be experts on all the content we teach. As instructors, we can condition ourselves to be okay with some discomfort (especially when we often frame discomfort as essential to students' learning). We are seasoned critical thinkers, which translates into an ability to curate texts, ask thoughtful questions, expand context, help students make connections across texts and between texts and their own experiences, and get everyone in the room to grapple together, to debate collaboratively. Ultimately, until our faculty composition better reflects that of our students, we should all be using our platform and relative power to make space in our courses for a wider variety of perspectives.[/collapsible]

Further Reading
Guide to Inclusive Teaching in Writing Classrooms

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Choosing a Diverse and Inclusive Set of Texts

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Our classrooms are diverse on multiple levels, with students in the room from many states, countries, and language backgrounds. Our students' complex and intersectional identities represent many different kinds of lived experiences with race, socioeconomics, gender, sexual identity, ability, and privilege.

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https://www.brookings.edu/essay/beyond-traditional-measures-examining-the-holistic-impacts-of-public-space-investments-in-three-cities/

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Editor's note: This brief is part of a three-part series which examines the economic, social, and civic impacts of public space investments in Albuquerque, N.M., Buffalo, N.Y., and Flint, Mich.

About the Authors

But the positive outcomes associated with public spaces are not evenly distributed. A robust body of research demonstrates that within cities, people of color and low-income residents are more likely to live in neighborhoods with fewer public spaces or with public spaces that are small, poorly maintained, lack programming, or have limited play options.[ii] Even in neighborhoods that do have quality public spaces, their benefits may still be unevenly distributed, as many of the traditional economic outcomes correlated with public space investments (such as higher land and property values) may fail to serve low-income residents and businesses, particularly those renting and leasing. In "hot market" neighborhoods, such outcomes may even fuel displacement.[iii]

Given these issues of access and equity, there is growing recognition among public, private, and civic sector leaders that it is necessary to look beyond traditional indicators of economic value and neighborhood-level change to examine: 1) who is benefiting from the value that public spaces produce; 2) how such benefits are allocated across residents of different races, incomes, ability statuses, and tenures in a community; 3) whether public spaces produce additional benefits that traditional measures are not capturing; and 4) how to harness the power of public space investments to benefit more people in more places.

Some of these questions can be answered using equity-focused metrics, yet numbers alone cannot tell the whole story. They particularly fall short in revealing what residents, small businesses, and other community-based stakeholders perceive the value of public space investments to be and who stands to gain the most from such value.

This research series seeks to fill that gap using in-depth, on-the ground research in Flint, Mich., Albuquerque, N.M., and Buffalo, N.Y.-examining the holistic impacts of public space investments that numbers alone cannot capture. Centering the voices of residents, small business owners, and other community-based stakeholders, this series looks at the impact of public space investments on places':

1. Economic ecosystems: Exploring the role that public spaces can play in supporting locally owned small businesses, connecting underserved residents to entrepreneurship and other opportunities, and strengthening communities' local assets.

2. Social environments: Analyzing the ways that public spaces can either bridge or exacerbate social divides, promote social cohesion, and reflect the culture and history of communities.

3. Civic Infrastructure: Examining how the place governance entities that steward public spaces can leverage their roles to enhance the capacity of other local organizations, offer community-centered programming, and nurture public spaces as hubs for civic engagement.

This introductory brief provides a short overview of the purpose of the series and the public space investments we studied. The other three briefs in the series present the evidence base on public spaces' economic, social, and civic outcomes, our research methodology, and an overview of our findings.

Defining "public space"
Although public spaces are commonly conceived of as parks or other green spaces, this series defines public spaces as those spaces in which people take part in public life-including parks, plazas, streetscapes, waterfronts, other permanent cultural assets such as museums or historical sites, as well as publicly accessible socioeconomic assets such as farmers' markets, "streeteries," and pop-up cafes.[iv] This series posits that public spaces are inherently interconnected with their surrounding neighborhoods-impacting the people and small businesses beyond immediate park boundaries and impacted in turn by broader issues of power and access that determine who is able to use and benefit from a public space.[v]

Examining downtown public space investments in Albuquerque, Buffalo, and Flint

This series examines downtown public space investments in Albuquerque, Buffalo, and Flint-three cities that have long experienced social and economic divides. Each city has higher poverty rates than the country as a whole, lower-performing downtowns compared to nationwide trends, downtown populations with higher poverty rates than the city at large (Figure 1), and a significant population of residents of color citywide and living downtown (Figure 2).

To better gauge the relationship between public space and community well-being, we selected public space investments with the stated goals of spurring revitalization and growth in the downtown area. This site selection enabled us to not only qualitatively examine the role of public spaces in revitalization, but also to begin to understand whether any purported revitalization was reaching all residents, particularly those that are underserved. This is important for public space investments downtown-the stated goals for which often include driving economic vitality for the city as a whole-but which can also raise thorny equity issues about which parts of town are "worthy" of investment and which neighborhoods remain neglected.

The three public spaces we studied (presented below) each has its own unique history, but all had recently undergone placemaking efforts to strengthen their impact on economic growth.

Civic Plaza, Albuquerque: Civic Plaza is a large public plaza (capacity of 20,000 people), adjacent to downtown Albuquerque's Convention Center and city government offices. It was created in 1974 to host large outdoor events and was managed by the city until 2015, when DowntownABQ MainStreet applied for a placemaking grant and worked with Project for Public Spaces to implement "lighter, quicker, cheaper" improvements to make the space a more welcoming hub for events and community gathering. After that, the Convention Center entered into an agreement with the city to manage and activate the plaza. The city has since funded additional improvements in the space-including a new fountain and play space for children-with the larger goal of transforming the Plaza into a community-oriented gathering space and hub for downtown activity.

: Canalside is at the center of revitalization efforts to turn Buffalo's postindustrial waterfront into a mixed-use development and entertainment destination. Over the past 11 years, the Erie Canal Harbor Development Corporation (ECHDC), a subsidiary of New York State's Empire State Development, has been working to revitalize the space to include new waterfront access, private development, and programs and activities. Originally, the big-box retailer Bass Pro Shops was going to be the redevelopment anchor, but Buffalo residents pushed back with a public uproar, resulting in the company stepping away from the site. In 2011, ECHDC went back to the drawing board, worked with Project for Public Spaces for community visioning strategies, and developed a new master plan for a mixed-use urban entertainment hub. Canalside is in the middle of this development plan, and ECHDC has since acquired the Outer Harbor (more than 200 acres of green space). The waterfront is part of the central downtown business district and is in the process of developing its own identity as a neighborhood, although there is a still a long way to go.

Flint Farmers' Market, Flint: The Flint Farmers' Market is an over 100-year-old community institution in Flint. In 2011, the market outgrew its longtime location along the Flint River and moved into a former newspaper printing plant in the heart of downtown. This move was spearheaded by the Uptown Reinvestment Corporation in collaboration with the Mott Foundation, and is part of a larger revitalization strategy to create a Health and Wellness District downtown. The district has attracted $36 million in new investment from, among others, Michigan State University and the Genesys Health System (both located in the district), and stakeholders coordinated to co-locate Hurley Children's Clinic on the second floor of the Farmers' Market. In 2011, market leadership worked with Project for Public Spaces to conduct community engagement and develop a new market layout with space for more vendors, and in 2014, the new market opened. The focus on wellness in the district predated the Flint water crisis; Hurley Children's Clinic's Dr. Mona Hanna-Attisha was the one who blew the whistle on elevated levels of lead in children, and today she prescribes fresh fruits and vegetables sold at the market to help counteract the effects of lead.

Our findings from these three communities, presented in the following research briefs, reveal that the nuances in how we plan, program, and govern public spaces have far-reaching impacts for equity- shaping the amenities and services people have access to, the spaces available to them to grow a business, and the connections forged between people and places. As cities seek rebuild equitably from the pandemic, they should leverage these insights to ensure that public spaces can fulfill their role as critical community infrastructure that supports more equitable and resilient communities, cities, and regions.
Cover photo courtesy of Downtown Albuquerque Main Street: Pictured is Civic Plaza in Downtown Albuquerque.
The authors thank Joanne Kim for her excellent research assistance on this series. They express their sincere gratitude to the community stakeholders who participated in research interviews and focus groups. They also thank Lola Bird, Lavea Brachman, Karriane Martus, Steve Ranalli, Nate Storring, and Jennifer S. Vey for their review of various drafts of the series. Any errors that remain are solely the responsibility of the authors.

[i] Braubach, Matthias, et al. "Effects of urban green space on environmental health, equity and resilience." Nature-based solutions to climate change adaptation in urban areas. Springer, Cham, 2017. 187-205: https://link.springer.com/chapter/10.1007/978-3-319-56091-5_11; Carmona, M. Place value: place quality and its impact on health, social, economic and environmental outcomes. Journal of Urban Design, 24(1), 1-48, 2019: https://doi.org/10.1080/13574809.2018.1472523; Gaynair, G., M, Treskon, J. Schilling, and Velasco, G. Civic Assets for More Equitable Cities. Urban Institute, August 2020: https://www.urban.org/research/publication/civic-assets-more-equitable-cities.

[iii] Gaynair, G., M, Treskon, J. Schilling, and Velasco, G. Civic Assets for More Equitable Cities. Urban Institute, August 2020: https://www.urban.org/research/publication/civic-assets-more-equitable-cities; Eldridge, M., K. Burrowes, and P. Spauste,Investing in Equitable Urban Park Systems. Urban Institute: July 2019. https://www.urban.org/research/publication/investing-equitable-urban-park-systems. Rigolon, A., and J. Christensen: Without Gentrification: Learning from parks-related anti-displacement strategies nationwide. ULCA Institute of the Environment and Sustainability, 2019: https://www.ioes.ucla.edu/wp-content/uploads/Greening-without-Gentrification-report-2019.pdf.

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Beyond traditional measures: Examining the holistic impacts of public space investments in three cities

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Editor's note: This brief is part of a three-part series which examines the economic, social, and civic impacts of public space investments in Albuquerque, N.M., Buffalo, N.Y., and Flint, Mich. But the positive outcomes associated with public spaces are not evenly distributed.

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Avatar

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Harry potter

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Black mirror

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https://simplicable.com/new/how-the-world-became-fiction#:~:text=How%20the%20True%20World%20Finally,when%20it%20conflicts%20with%20fiction.

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https://en.wikipedia.org/wiki/Self-driving_car_liability

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Increases in the use of autonomous car technologies (e.g., advanced driver-assistance systems) are causing incremental shifts in the responsibility of driving, with the primary motivation of reducing the frequency of traffic collisions. Liability for incidents involving self-driving cars is a developing area of law and policy that will determine who is liable when a car causes physical damage to persons or property. As autonomous cars shift the responsibility of driving from humans to autonomous car technology, there is a need for existing liability laws to evolve in order to reasonably identify the appropriate remedies for damage and injury. As higher levels of autonomy are commercially introduced ( SAE automation levels 3 and 4), the insurance industry stands to see higher proportions of commercial and product liability lines, while personal automobile insurance shrinks.

Self-driving car liability is a developing area of law and policy that will determine who is liable when an automated car causes physical damage to persons, or breaks road rules. When automated cars shift the control of driving from humans to automated car technology the driver will need to consent to share operational responsibility which will require a legal framework. There may be a need for existing liability laws to evolve in order to fairly identify the parties responsible for damage and injury, and to address the potential for conflicts of interest between human occupants, system operator, insurers, and the public purse. Increases in the use of automated car technologies (e.g. advanced driver-assistance systems) may prompt incremental shifts in this responsibility for driving. It is claimed by proponents to have potential to affect the frequency of road accidents, although it is difficult to assess this claim in the absence of data from substantial actual use. If there was a dramatic improvement in safety, the operators may seek to project their liability for the remaining accidents onto others as part of their reward for the improvement. However, there is no obvious reason why they should escape liability if any such effects were found to be modest or nonexistent, since part of the purpose of such liability is to give an incentive to the party controlling something to do whatever is necessary to avoid it causing harm. Potential users may be reluctant to trust an operator if it seeks to pass its normal liability on to others.

In any case, a well-advised person who is not controlling a car at all (Level 5) would be understandably reluctant to accept liability for something out of their control. And when there is some degree of sharing control possible (Level 3 or 4), a well-advised person would be concerned that the vehicle might try to pass back control at the last seconds before an accident, to pass responsibility and liability back too, but in circumstances where the potential driver has no better prospects of avoiding the crash than the vehicle, since they have not necessarily been paying close attention, and if it is too hard for the very smart car it might be too hard for a human. Since operators, especially those familiar with trying to ignore existing legal obligations (under a motto like 'seek forgiveness, not permission'), such as Waymo or Uber, could be normally expected to try to avoid responsibility to the maximum degree possible, there is potential for attempt to let the operators evade being held liable for accidents while they are in control.

As higher levels of automation are commercially introduced (Level 3 and 4), the insurance industry may see a greater proportion of commercial and product liability lines while personal automobile insurance shrinks.

Existing tort liability for drivers and insurers and product liability for manufacturer provide the current basis for governing crashes.

There are three basic theories of tort liability: traditional negligence, no-fault liability and strict liability.

Traditional negligence

Driver is held liable for harms caused when reasonable care was not taken while in operation of the vehicle

No-fault

Crash victims are not permitted to sue the driver of the vehicle, unless the injuries resulting from the crash are of a certain severity. Victims are compensated through their own insurance

Strict liability

Applies for abnormally dangerous or "ultrahazardous" activities. The actors involved consequently bear the associated costs regardless of whether they are legally at fault

According to a National Motor Vehicle Crash Causation Survey, over 90% of the crashes (representing an estimated 2 million crashes in USA) involved the driver as the critical reason for the crash. Meanwhile, research from the Insurance Institute for Highway Safety (IIHS) shows that Advanced Driver-Assistance Systems, which are seen as stepping stones to get to Level 3 and 4 autonomy, have helped reduce collisions by employing forward-collision warnings and automatic braking. Given these trends, the increased use of autonomous vehicle technology could reduce the number of collisions and prevent crash-related deaths. Consequently, cases of traditional negligence will likely fall, and this will, in turn, reduce automobile-insurance costs.

Negligence was the basis for the lawsuit Nilsson vs. General Motors. Nilsson was knocked off his motorcycle when a Chevy Bolt switched into his lane while it was in a self-driving mode. Nilsson sued for negligence based on the self-driving car having (1) a duty to follow traffic laws and regulations, (2) breaching that duty while switching lanes when he was passing, (3) and injuring his neck. The case was settled before it went to court, so the answer to the question "was the error of the self-driving car foreseeable?" still remains unclear.

Product liability governs the liability of manufacturers in terms of negligence and strict liability.

Negligence

Manufacturers must exercise reasonable care in designing their products to be safe under potential use cases

Strict liability

Manufacturer is held strictly liable for damages even when the manufacturer has exercised all possible care to remove defects

Autonomous car manufacturers are incentivized by possible product liability torts lawsuits to reduce the danger of their products as much as they can within a reasonable cost structure. Strict liability covers an expansive range of potential harms that manufacturers may find challenging to protect against; instead of reducing less cost-effective risks, manufacturers may, to some degree, pass on potential costs of liability to consumers through higher prices.

Furthermore, product liability cases distinguish among various types of defects.

Manufacturing defects

When the product does not meet the manufacturer's specifications and standards

Design defects

When foreseeable risks of harm could have been reduced by use of an alternative design

Failure to warn

When manufacturer fails in its duty to provide instruction about how the product can be safely used and does not provide adequate warning of its risks

Historically, courts have used two tests for the defectiveness of design: consumer-expectations and cost-benefit.

Consumer-expectations: "A product is defective in design or formulation when it is more dangerous than an ordinary consumer would expect when used in an intended or reasonably foreseeable manner. Moreover, the question of what an ordinary consumer expects in terms of the risks posed by the product is generally one for the trier of fact."

In asking "who do I sue," a plaintiff in a traditional car crash would assign blame to the driver or the car manufacturer, depending on the cause of the crash. In a crash involving an autonomous car, a plaintiff may have four options to pursue.

1. Operator of the vehicle: in Florida and Nevada, an operator is defined as a person who causes the autonomous technology to engage, regardless of whether the person is physically in the vehicle. California, on the other hand, specifies that an operator as "the person who is seated in the driver's seat, or, if there is no person in the driver's seat, causes the autonomous technology to engage." The viability of a claim against the operator will be determined by the level of autonomy. For instance, if the autonomous technology allows the passenger to cede full control of the vehicle, then the passenger will likely not be found to be at fault for a crash caused by the technology.

2. Car manufacturer: with this option, a plaintiff will need to determine whether the manufacturer had a part in installing autonomous technology into the vehicle. States such as Florida, however, are providing protection by limiting product liability for manufacturers.

3. Company that created the finished autonomous car: Volvo is an example of a manufacturer who has pledged to take full responsibility for collisions caused by its self-driving technology.

4. Company that created the autonomous car technology: Companies under this option could include those developing the software behind the autonomous car and those manufacturing the sensor systems that allow a vehicle to detect its surroundings.

As cars become more interconnected and autonomous, the potential for hacking a car system to acquire data and cause harm poses a serious risk. For manufacturers and developers of autonomous technology, liability exposures arise from the collection and storage of data and personal information in the vehicle and the cloud. Currently, manufacturers require indemnification from vendors and subcontractors (dealerships, repair/installation facilities, etc.), and this practice will likely be extended to autonomous technology developers.

Transportation systems are vital for the autonomous vehicle as they serve as the commander, and with multiple autonomous vehicles systems used to increase efficiency, the risk of exposure to malicious attacks will dramatically increase. In order to protect the systems, cyber physical system must be implemented with autonomous dynamical subsystems to ensure the decision, interaction, and control.

In 2018, a British Automated and Electric Vehicles act of parliament defines the rules for:

Listing of automated vehicles by the Secretary of State

Liability of insurers etc where accident caused by automated vehicle

Contributory negligence etc

Accident resulting from unauthorized software alterations or failure to update software

Right of insurer etc to claim against person responsible for accident

basic liability

The law defines some cases of automated vehicle liability.

(1) Where-

(a) an accident is caused by an automated vehicle when driving itself on a road or other public place in Great Britain,

(b) the vehicle is insured at the time of the accident, and

(c) an insured person or any other person suffers damage as a result of the accident,

the insurer is liable for that damage.

(2) Where-

(a) an accident is caused by an automated vehicle when driving itself on a road or other public place in Great Britain,

(b) the vehicle is not insured at the time of the accident,

(c) section 143 of the Road Traffic Act 1988 (users of motor vehicles to be insured or secured against third-party risks) does not apply to the vehicle at that time-

(i) because of section 144(2) of that Act (exemption for public bodies etc), or

(ii) because the vehicle is in the public service of the Crown, and

(d) a person suffers damage as a result of the accident,

the owner of the vehicle is liable for that damage.

liability limited by software

For instance:

An insurance policy in respect of an automated vehicle may exclude or limit the insurer's liability under section 2(1) for damage suffered by an insured person arising from an accident occurring as a direct result of-

(a) software alterations made by the insured person, or with the insured person's knowledge, that are prohibited under the policy, or

(b) a failure to install safety-critical software updates that the insured person knows, or ought reasonably to know, are safety-critical.

The UK could have a regulator. When there is no user in charge (NUIC) the police contacts the regulator. The regulator sanctions the automated driving system entity until possible withdrawal of authorization.

On 14 April 2021, in France, a text defines the rules for the level 3 ( véhicule à délégation de conduite) and level 5 ( transport routier de marchandises, lorsqu'il est effectué au moyen d'un système de transport routier automatisé). This text is titled: ordonnance n° 2021-443 du 14 avril 2021 relative au régime de responsabilité pénale applicable en cas de circulation d'un véhicule à délégation de conduite et à ses conditions d'utilisation.

On first July 2021, France is the first European country to update it code de la route for automated cars. This update clarifies driver and car role and responsibility and plans application after Vienna convention update and before September 2022.

When Mercedes launch its Drive Pilot mid 2021 in Germany, it is expected that Daimler would have to assume insurance liability, depending on the jurisdiction.

Level 3 means the driver can legally take their eyes off the wheel and the company, Daimler in this case, would have to assume insurance liability, depending on the jurisdiction.

In 2021, a proposed german law proposed the "self-driving vehicle" would require an operating permit to be used as a automated vehicle.

Policy considerations (US)

As argued in the article "The Coming Collision Between Autonomous Vehicles and the Liability System" by Gary Marchant and Rachel Lindor, a manufacturer cannot anticipate all possible scenarios that an autonomous car will encounter. While the manufacturer will design the system to minimize risks of situations that it does anticipate, the collisions that are most damaging and costly will be those that the manufacturer fails to anticipate. This leaves the manufacturer highly vulnerable to design defects, in particular the cost-benefit test.

In light of this, Marchant and Lindor argue that "the technology is potentially doomed...because the liability burden on the manufacturer may be prohibitive of further development. Thus, even though an autonomous vehicle may be safer overall than a conventional vehicle, it will shift the responsibility for collisions, and hence liability, from drivers to manufacturers. The shift will push the manufacturer away from the socially-optimal outcome-to develop the autonomous vehicle."

Consequently, policymakers need to be mindful of manufacturer overbearing the liability costs and the potential consequences that may result, such as higher consumer costs and delays in introducing autonomous car technology. In the report "Autonomous Vehicle Technology" by the Rand Corporation, the authors recommend that policymakers consider approaches such as tort preemption, a federal insurance backstop, and long-term cost-benefit analysis of the legal standard for reasonableness. These approaches attempt to align the private and public costs of autonomous car technology such that adoption is not unnecessarily delayed, and one party does not overly-bear the costs.

In September 2016, the National Highway Traffic Safety Administration released a policy report to accelerate the adoption of autonomous car technology (or HAVs, highly automated vehicles) and provide guidelines for an initial regulatory framework. The key points are:

States are responsible for determining liability rules for HAVs. States should consider how to allocate liability among HAV owners, operators, passengers, manufacturers, and others when a crash occurs.

Determination of who or what is the "driver" of an HAV in a given circumstance does not necessarily determine liability for crashes involving that HAV.

Rules and laws allocating tort liability could have a significant effect on both consumer acceptance of HAVs and their rate of deployment. Such rules also could have a substantial effect on the level and incidence of automobile liability insurance costs in jurisdictions in which HAVs operate.

In the future, the States may identify additional liability issues and seek to develop consistent solutions. It may be desirable to create a commission to study liability and insurance issues and make recommendations to the States.

H.R. 3388, the SELF DRIVE Act of 2017

Advance safety by prioritizing the protection of consumers.

Reaffirm the role and responsibilities of federal and state governments.

Update the Federal Motor Vehicle Safety Standards to account for advances in technology and the evolution of highly automated vehicles,

More broadly, any software with access to the real world, including autonomous vehicles and robots, can cause property damage, injury, and death. This raises questions about civil liability or criminal responsibility.

Perpetrator via another - the programmer (software designer) or the user could be held liable for directly instructing the AI entity to commit the crime. This is used in common law when a person instructs or directly causes an animal or person incapable of criminal responsibility (such as a young child or a person with a severe mental disability) to commit a crime.

Natural and probable consequence - the programmer or the user could be held liable for causing the AI entity to commit a crime as a consequence of its natural operation. For example, if a human obstructs the work of a factory robot and the AI decides to squash the human as the easiest way to clear the obstruction to continue working, if this outcome was likely and the programmer knew or should have known that, the programmer could be held criminally liable.

Direct liability - the AI system has demonstrated the criminal elements of the recognized theory of liability in criminal law. Strict liability offenses (like speeding) require an action (), but "conventional" offenses (like murder) require an intention (a type of ). Criminal negligence involves non-performance of duty in the face of evidence of possible harm. Legally, courts may be capable under existing laws of assigning criminal liability to the AI system of an existing self-driving car for speeding; however, it is not clear that this would be a useful thing for a court to do.

Possible defenses include unexpected malfunction or infection with malware, which has been successfully used in the United Kingdom in the case of a denial-of-service attack.

Kingston identifies two areas of law, depending on the type of entity:

The NHTSA investigation of a fatal 2016 crash involving Tesla Autopilot proceeded as an automobile product safety inquiry and determined that despite the crash, there were no defects that required a recall (though Tesla is working to improve the software to avoid similar crashes). Autopilot only gives cars limited autonomy, and human drivers are expected to maintain situational awareness and take over as needed.

With fully autonomous vehicles, the software and vehicle manufacturers are expected to be liable for any at-fault collisions (under existing automobile products liability laws), rather than the human occupants, the owner, or the owner's insurance company. Volvo has already announced that it will pay for any injuries or damage caused by its fully autonomous car, which it expects to start selling in 2020. Starting in 2012, laws or regulations specifically regarding autonomous car testing, certification, and sales, with some issuing special driver's licenses; have been passed by some U.S. states, this remains an active area of lawmaking. Human occupants would still be liable for actions they directed, such as choosing where to park (and thus for parking tickets).

University of South Carolina law professor Bryant Walker Smith points out that with automated systems, considerably more data will typically be available than with human-driver crashes, allowing more reliable and detailed assessment of liability. He also predicted that comparisons between how an automated system responds and how a human would have or should have responded would be used to help determine fault.

According to the NHTSA, states retain their responsibility for motor vehicle insurance and liability regimes, among other traditional responsibilities such as vehicle licensing and registration and traffic laws and enforcement. Several states, such as Michigan and Nevada and Washington D.C., have explicitly written provisions for how liability will be treated.

State

Bill Number

Relevant Provisions

Effective Date

Michigan

SB 663 (2013)

Limits liability of vehicle manufacturer or upfitter for damages in a product liability suit resulting from modifications made by a third party to an automated vehicle or automated vehicle technology under certain circumstances; relates to automated mode conversions

Enacted and chaptered on Dec. 26, 2013

Nevada

SB 313 (2013)

Provides that the manufacturer of a vehicle that has been converted to be an autonomous vehicle by a third party is immune from liability for certain injuries

Enacted and chaptered on June 2, 2013

Washington D.C.

2012 DC B 19-0931

Restricts conversion to recent vehicles, and addresses liability of the original manufacturer of a converted vehicle

Enacted and effective from April 23, 2013.

Arizona's Republican Gov. Doug Ducey's new rules, implemented March 1, lay out a specific list of licensing and registration requirements for autonomous car operators. Specifically, Ducey's order specifies that a "person" subject to the laws includes any corporation incorporated in Arizona.

In 2015, Volvo issued a press release claiming that Volvo would accept full liability whenever its cars in autonomous mode. President and Chief Executive of Volvo Cars Håkan Samuelsson went further urging "regulators to work closely with car makers to solve controversial outstanding issues such as questions over legal liability in the event that a self-driving car is involved in a crash or hacked by a criminal third party."

In an IEEE article, the senior technical leader for safety and driver support technologies at Volvo echoed a similar sentiment saying, "if we made a mistake in designing the brakes or writing the software, it is not reasonable to put the liability on the customer...we say to the customer, you can spend time on something else, we take responsibility."

1. ^ Bertoncello, Michele; Wee, Dominik. "Ten ways autonomous driving could redefine the automotive world". www.mckinsey.com.

2. ^ Anderson, James M.; Kalra, Nidhi; Stanley, Karlyn D.; Sorensen, Paul; Samaras, Constantine; Oluwatola, Oluwatobi A. (2016). "Autonomous Vehicle Technology: A Guide for Policymakers". RAND Corporation.

3. ^ "Marketplace of change: Automobile insurance in the era of autonomous vehicles". Archived from the original on 13 April 2018.

4. ^ Taeihagh, Araz; Lim, Hazel Si Min (2 January 2019). "Governing autonomous vehicles: emerging responses for safety, liability, privacy, cybersecurity, and industry risks". Transport Reviews. 39 (1): 103-128. arXiv:. doi:10.1080/01441647.2018.1494640. ISSN 0144-1647. S2CID 49862783.

5. ^ Pattinson, Jo-Ann; Chen, Haibo; Basu, Subhajit (2020-11-18). "Legal issues in automated vehicles: critically considering the potential role of consent and interactive digital interfaces". Humanities and Social Sciences Communications. 7 (1): 1-10. doi:10.1057/s41599-020-00644-2. ISSN 2662-9992. S2CID 227061202.

6. ^ Boba, Antonio (December 1982). "Responsibility for Equipment Failure: Consumer vs. Manufacturer". Anesthesiology. 57 (6): 547. doi:10.1097/00000542-198212000-00027. ISSN 0003-3022.

7. ^ A., Geistfeld, Mark (2017). "A Roadmap for Autonomous Vehicles: State Tort Liability, Automobile Insurance, and Federal Safety Regulation". California Law Review. 105 (6). doi:10.15779/z38416sz9r. S2CID 56217121.

8. ^ Mikulski, Dariusz (Fall 2015). "Special Issue: Modeling & Simulation for Cyber Security of Autonomous Vehicle Systems". The Journal of Defense Modeling and Simulation: Applications, Methodology, Technology. 12 (4): 359-361. doi:10.1177/1548512915604584.

9. "Mercedes bets on evolution as Tesla touts revolution in automated driving". The Hindu. 28 October 2020.

10. "The Coming Collision Between Autonomous Vehicles and the Liability System" (PDF). Archived from the original (PDF) on 2017-02-04.

11. ^ "House Passes Bipartisan Legislation Paving the Way for Self-Driving Cars on America's Roads - Energy and Commerce Committee". Energy and Commerce Committee. 2017-09-06.

12. ^ Kang, Cecilia (2017-09-06). "Self-Driving Cars' Prospects Rise with Vote by House". The New York Times.

13. ^ Kingston, J. K. C. (2016, December). Artificial intelligence and legal liability. In International Conference on Innovative Techniques and Applications of Artificial Intelligence (pp. 269-279). Springer, Cham.

14. Who's Responsible When a Self-Driving Car Crashes?

15. ^ "Automated Driving: Legislative and Regulatory Action". Archived from the original on 2013-02-06.

16. ^ After crash, injured motorcyclist accuses robot-driven vehicle of 'negligent driving'

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Increases in the use of autonomous car technologies (e.g., advanced driver-assistance systems) are causing incremental shifts in the responsibility of driving, with the primary motivation of reducing the frequency of traffic collisions. Liability for incidents involving self-driving cars is a developing area of law and policy that will determine who is liable when a car causes physical damage to persons or property.

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In this book people do race with jet cars. There is large screen called “parlor walls”, they are used by the government to make propaganda. The house is all fireproofed so the job of Guy Montag, firemen is useless. However, firemen burn books that are against the government. The fireman destroys the books and the house where they find them.

Montag says, “It was a pleasure to burn”. The government mandated that all books should be burn so that’s what the firemen are doing. Montag met Clarisse McClellan, she’s his new neighbor. Guy starts to ask himself whether he is happy or not.

Clarisse questions Montag about his happiness and his occupation. We understand that Montag never knew that a fireman is supposed to stop fire and not to burn books. He also didn’t know that people could talk to one another. Clarisse is trying to help Montag to discover the real happiness he has been missing in his life. After that, Montag returned to his home to find his wife. Her name is Mildred Montag. She was unconscious, she was lying on the bed, overdosed on sleeping pills. She got saved by impersonal technicians, who bring machines to pump her stomach and make a transfusion. We don’t really know if she attempted suicide. After her overdose, Montag realize that he doesn’t really know much about his wife. He can’t even remember the moment he first met her. He realizes that his life with her is meaningless and purposeless. There is no love between each other. After a couple of days of seeing Clarisse and working at the firehouse, Guy Montag realize that he must change his life.

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1-     Carbon pricing: France has implemented a carbon tax on fossil fuels and a cap-and-trade system for large emitters.

2-    Renewable energy: France has set a goal of producing 32% of its energy from renewable sources by 2030. The country has also invested heavily in wind and solar energy.

3-    Electric vehicles: France has offered financial incentives to individuals who purchase electric vehicles, and has set a goal of ending the sale of gasoline and diesel vehicles by 2040.

4-    Sustainable agriculture: France has implemented policies to promote sustainable agriculture and reduce the use of pesticides.

5-    Energy efficiency: France has set energy efficiency targets for buildings, and has implemented regulations to improve the energy performance of new buildings.

6-    Climate diplomacy: France has played a leading role in international climate negotiations and has hosted several high-profile climate summits.

7-    Forest conservation: France has committed to reforesting areas of the country, and has implemented policies to protect existing forests.

1. Carbon pricing:

France's carbon tax and cap-and-trade system: https://www.carbonbrief.org/analysis-frances-carbon-tax

1. Renewable energy:

France's renewable energy targets: https://ec.europa.eu/energy/sites/ener/files/documents/1_en_france_0.pdf

France's investment in wind and solar energy: https://www.reuters.com/article/us-france-renewables/france-to-increase-renewable-energy-capacity-with-30-billion-euro-spending-plan-idUSKBN25R2QW

1. Electric vehicles:

France's goal to end the sale of gasoline and diesel vehicles by 2040: https://www.bbc.com/news/world-europe-40729967

Financial incentives for electric vehicles: https://www.reuters.com/article/us-france-environment-cars/france-to-extend-incentives-for-buying-electric-cars-idUSKCN1Q20EE

1. Sustainable agriculture:

France's policies to promote sustainable agriculture and reduce pesticide use: https://www.sciencedirect.com/science/article/pii/S2590238520300921

1. Energy efficiency:

France's energy efficiency targets for buildings: https://www.buildup.eu/en/practices/publications/france-energy-transition-law-and-building-energy-efficiency

Regulations to improve the energy performance of new buildings: https://www.reuters.com/article/us-france-environment-building/france-to-make-all-new-buildings-green-by-2020-idUSKCN0R313L20150902

1. Climate diplomacy:

France's role in international climate negotiations and hosting climate summits:   https://www.reuters.com/article/us-france-climate-change/france-will-fight-for-global-climate-pact-cop21-despite-attacks-hollande-idUSKCN0P01ZA20150630

1. Forest conservation:

France's commitment to reforesting areas of the country: https://www.reuters.com/article/us-france-environment-forests/france-to-plant-two-billion-trees-as-forest-losses-worsen-idUSKBN1XG1XL

Policies to protect existing forests: https://www.conserve-energy-future.com/policies-france-reducing-emissions.php