“On target”: precision and balance in the contemporary law of targeting

The law of targeting lies at the heart of international humanitarian law (IHL). As such it is the fulcrum around which discussion of combat operations revolves. The efficacy of this body of law depends on maintenance of the delicate balance between military necessity and humanitarian concerns. Mischaracterization or misapplication of IHL norms risks imbalance, thereby jeopardizing the innocent and potentially eroding State support for IHL’s application. Regrettably, while some of the current debate and commentary surrounding, inter alia, drone operations, autonomous weapons systems, cyber operations, and the current conflicts in Afghanistan, Syria, Yemen, Somalia, and Ukraine, to name just a few, is highly sophisticated, much of it has been characterized by imprecise, skewed, or wrong assertions regarding the law of targeting. It is therefore a propitious moment to revisit the structure and content of targeting law. After briefly placing the law of targeting in the broader context of IHL, this article examines the five constituent elements of a targeting operation: (1) target; (2) weapon; (3) execution of the attack; (4) collateral damage and incidental injury; and (5) location. The legality of an engagement depends on full compliance with the rules falling into each category

The law of cyber targeting

Cyber technology on the battlefield has outpaced the law, or at least full understanding of how extant law governs emerging capabilities—a strategically perilous state of affairs

PSS Users and Harley Davidson Riders: : The importance of consumer identity in the diffusion of sustainable consumption solutions

This is the peer-reviewed version of the following article: Catulli, M., Cook, M. and Potter, S. (2016), ‘Product Service Systems Users and Harley Davidson Riders: The Importance of Consumer Identity in the Diffusion of Sustainable Consumption Solutions’, Journal of Industrial Ecology, which has been published in final form at 10.1111/jiec.12518. Under embargo. Embargo end date: 2 December 2018. This article may be used for non-commercial purposes in accordance with Wiley Terms and Conditions for Self-Archiving. © 2016 by Yale UniversityThis paper sets out an approach to researching socio-cultural aspects of Product Service Systems (PSS) consumption in consumer markets. PSS are relevant to Industrial Ecology as they may form part of the mix of innovations that move society toward more sustainable material and energy flows. The paper uses two contrasting case studies drawing on ethnographic analysis, Harley Davidson motorcycles and Zip Car Car Club. The analysis draws on Consumer Culture Theory to explicate the socio-cultural, experiential, symbolic and ideological aspects of these case studies, focusing on product ownership. The paper shows that ownership of Harley Davidson motorcycles enables riders to identify with a brand community and to define themselves. Owners appropriate their motorcycles through customization. In contrast, Zip Car users resist the company’s attempts to involve them in a brand community, see use of car sharing as a temporary fix and even fear contamination from shared use of cars. We conclude that iconic products such as Harley Davidson motorcycles create emotional attachment and can challenge PSS propositions. But we also suggest that somewhat standardized products may present similar difficulties. Knowing more about socio-cultural aspects of PSS may help designers overcome these difficulties.Peer reviewedFinal Accepted Versio

Product Service Systems Users and Harley Davidson Riders: the importance of consumer identity in the diffusion of sustainable consumption solutions

This paper sets out an approach to researching socio-cultural aspects of Product Service Systems (PSS) consumption in consumer markets. PSS are relevant to Industrial Ecology as they may form part of the mix of innovations that move society toward more sustainable material and energy flows. The paper uses two contrasting case studies drawing on ethnographic analysis, Harley Davidson motorcycles and Zip Car Car Club, one a case of consumption involving ownership, the other without. The analysis draws on Consumer Culture Theory to explicate the socio-cultural, experiential, symbolic and ideological aspects of these case studies, focusing on product ownership. The paper shows that ownership of Harley Davidson motorcycles enables riders to identify with a brand community and to define themselves. Owners appropriate their motorcycles through customization. In contrast, Zip Car users resist the company’s attempts to involve them in a brand community, see use of car sharing as a temporary fix and even fear contamination from shared use of cars. We conclude that iconic products such as Harley Davidson motorcycles create emotional attachment and can challenge PSS propositions. But we also suggest that somewhat standardized products may present similar difficulties. Knowing more about socio-cultural aspects of PSS may help designers overcome these difficulties

Protecting the Community: Security Practices in London after 7/7

Article by Daniele Salerno (Bologna University), a visiting scholar at the IGRS in 2007-08. The paper is a combined revised version of papers presented at (i) Institute of Germanic & Romance Studies Work-in-Progress seminar on 4 February 2008 and (ii) Summer School on Cultural Diversity organised by Scuola Superiore di Studi Umanistici of the University of Bologna, 23-28 June 2008

Justice in transport policy

For the last hundred years or so, transport and planning systems have been based on the assumption that people had access to a car. What happens to people who have no such opportunity? Rural shops and facilities close, urban city centres degenerate leaving poorer people with little or no local goods and services. The increase in movement accorded to that part of the population with access to a car has left the other part of the population worse off than they had been before. This has had particularly bad consequences for those members of society who are already losing out, especially poor, elderly, disabled and young people. These people are dependent on others: neighbours, family or friends (if they have them), or what society chooses to dispense (if they do not).This is often seen as a transport, urban or rural planning problem. However, it is much more serious than that. People are being left without access to fundamental aspects of society: health care, education, legal and electoral rights in addition to affordable nutritious food. As a result they are losing out on the benefits of living within a society because the transport system is unable to accommodate their needs. The direction taken by transport and planning over the past hundred years or so has managed to open up enormous opportunities for some elements of society at the expense of restricting access to basic rights for others.The problem now is that society has designed itself to be inaccessible for certain parts of the population who have no means of reaching what are often considered basic aspects of modern life. These people are excluded from full participation in society as a result of a conscious decision to encourage movement rather than access. This has the unintended consequence that those who are unable, for whatever reason, to avail themselves of the means of movement, are also unable to obtain independent access to activities to which they are theoretically entitled as of right. This is inherently unjust.Transport should be available to all in a form that they can use independently because it is the means by which access to the fundamental activities is obtained. In general, this means what we might call ?public transport?: a transport system which the public is able to use. This suggests that the default transport system ? the one that should be designed and implemented as a starting point ? is the public transport system in its widest sense. Design for car traffic is secondary: it includes one part of the population at the expense of the rest. Devising measures that will help planners to plan such a system and which will demonstrate that access is sufficient is a matter of urgency. Such a measure would allow society to decide exactly what it means by ?sufficient? transport ? e.g. maximum walking time to a doctor?s surgery, fresh food, school ? and to allocate funds accordingly. The provision of accessible transport is a necessary element of making a just society

Analysis domain model for shared virtual environments

The field of shared virtual environments, which also encompasses online games and social 3D environments, has a system landscape consisting of multiple solutions that share great functional overlap. However, there is little system interoperability between the different solutions. A shared virtual environment has an associated problem domain that is highly complex raising difficult challenges to the development process, starting with the architectural design of the underlying system. This paper has two main contributions. The first contribution is a broad domain analysis of shared virtual environments, which enables developers to have a better understanding of the whole rather than the part(s). The second contribution is a reference domain model for discussing and describing solutions - the Analysis Domain Model