Time to talk to the Taliban

Lord Malloch-Brown has hit the nail on the head

I have a piece in the magazine tomorrow on Gordon's "goats" - the acronymic offspring of his "government of all the talents", announced with great fanfare by Brown prior to entering Downing Street in June 2007 - who have, in recent months, slipped their ministerial tethers to graze in pastures new. Lords Jones (Trade and Investment), Darzi (Health) and Malloch-Brown (Foreign Office) have all resigned from government. The latter fired a parting salvo at his soon-to-be former bosses, the Prime Minister and the Foreign Secretary, in an interview in this morning's Daily Telegraph, in which he claimed British forces in Afghanistan were under-equipped: "We definitely don't have enough helicopters. When you have these modern operations and insurgent strikes what you need, above all else, is mobility." He has since been forced to backtrack, issuing a rather embarrassing clarification in which he said that there were "without doubt" sufficient resources in place in Afghanistan.

But whether or not there are enough helicopters in Helmand is a distraction from the bigger issues at stake - for example, why are we still in Afghanistan nearly eight years after 9/11? What is the current mission? What is our exit strategy - if, that is, we even have one? Can we actually 'win' in Afghanistan? Don't expect such questions to be put to ministers, though, as Britain's lobby correspondents have a notoriously weak grasp on foreign policy (in fact, on any aspect of government policy outside of their narrow, Westminster-based, politician-focused remit.)

The media-generated row over choppers for our boys has overshadowed the real significance of Lord Malloch-Brown's frank remarks on Afghanistan in the Telegraph. The Foreign Office minister responsible, and former United Nations Deputy Secretary-General, acknowledged that, in the long run, "the definition of victory [in Afghanistan] includes allowing elements of the Taliban support group back into the political settlement".

His controversial admission come hot on the heels of Afghan President Hamid Karzai's own plea to Western governments earlier this month to develop a new strategy for his country which involves talking to the Taliban at the highest levels - even to their top leader, Mullah Omar.

In the past, the Brown government has hinted that it would consider engaging in negotiations with the various insurgent groups across Afghanistan, including the Taliban, but, as far as I can see, nothing meaningful ever came of it. So will we now see a new push for peace? Fat chance. Those on the right and the pro-war left (dare, I presume, my neocon friends over at Harry's Place?), who wrongly argue that to even talk to the Taliban is "appeasement", still seem to sadly dominate this debate. But former U.S. Secretary of State under George Bush Snr, James Baker, said it best: "You don't just talk to your friends, you talk to your enemies as well...Talking to an enemy is not in my view appeasement."

Hawks often provocatively ask those of us who oppose the war in Afghanistan: what would you do instead? It's time to turn this question on its head. As even President Obama's own National Security Adviser acknowledged last year, in a report for the Atlantic Council, "Make no mistake, Nato are not winning the war in Afghanistan". So I ask the hawks: as we sink further and further into the Afghan quagmire, and as defeat stares us in the face, what will you do instead? In order to "win" in Afghanistan? Or even to turn the corner? Simply send more helicopters or finally acknowledge the Churchillian adage that to jaw- jaw is better than to war- war?

Mehdi Hasan is a contributing writer for the New Statesman and the co-author of Ed: The Milibands and the Making of a Labour Leader. He was the New Statesman's senior editor (politics) from 2009-12.

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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.