The weird ethics of super soldiers

Why war is different.

The Lance Armstrong scandal and subsequent revelations of widespread doping in professional cycling laid waste to the sport’s credibility and public reaction was clear enough - doping is cheating and cheating is wrong. But does this ethic hold true in all situations? Could the advantage Armstrong sought, judged as bitterly unfair in the sporting world, be applicable in the context of modern warfare?

War is a thoroughly unique circumstance. If soldiers are tasked with defending a perceived greater good against an oppressor, should every avenue to gain an advantage be explored? And could this ethically extend to furthering the physical limits of human beings?

The US Department of Defense’s shadowy research agency DARPA has long been interested in boosting performance through biochemical means, with its Peak Soldier Performance Programme established to explore ways in which soldiers could operate in the field for up to five days without requiring sustenance. In pursuit of this, no genome was left unturned.

The ethical ground upon which DARPA stand was summed up very clearly by one official who informed Wired that the goal was not to create Supermen, but to make it so that “these kids could perform at their peak, stay at their peak, and come home to their families.” This isn’t so much an issue of overpowering an opponent, as much as it is one of getting soldiers home, safe and sound.

The ethical dilemma posed by boosting a soldier’s capabilities was even discussed within a 2003 report produced by the office of US President George W. Bush. "Biotechnology and the Pursuit of Happiness" explored several ways in which so-called super-soldiers could be produced, and how far the ethical argument in support of such developments could stretch.

“What guidance, if any, does our analysis provide for such moments of extreme peril and consequence… when superior performance is a matter of life and death?” the report questioned, concluding that “there may indeed be times when we must override certain limits or prohibitions that make sense in other contexts.”

A line has, however, been drawn, placing great importance on the notion of “men remaining human even in moments of great crisis.” Alluding to the development of supplements suppressing soldiers’ fear and inhibition, effectively converting them to killing machines capable of acting without both scrutiny and impunity, the US Department of Defense is seemingly unwilling to venture as far as creating submissive super-humans.

Pumping a warfighter full of steroids and supplements raises all kinds of connotations and images of seven-foot tall behemoths rampaging around a battlefield, with nothing but a trail of wanton destruction in their wake. An arms race for the modern era, US soldiers could soon be enjoying the same kind of physical advantage Armstrong held over his opponents, with all too familiar results.

The ethical debate raises several legitimate concerns regarding the enhancement of man’s physical limits and retaining principles of humanity, but the arguments Armstrong’s opponents used cannot be replicated for the unique context of war. If the greater good is indeed at stake, surely each and every feasible advantage should be explored?

Read more here.

Photograph: Getty Images

Liam Stoker is the aerospace and defence features writer for the NRI Digital network.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.