The not-so-fantastic Mr Fox

We always knew he was a hawk not a dove.

From today's Guardian:

William Hague was forced to clarify the government's thinking on Afghanistan today when he declared that he would be "very surprised" if Kabul's military was unable to take the lead by 2014 . . .

He clarified the government's thinking after [Liam] Fox waded into a row in Washington over the withdrawal of Nato forces. In a speech to the right-wing Heritage Foundation he said an early withdrawal would risk a return to civil war and betray the sacrifices of soldiers who gave their lives.

An early draft of his speech made no mention of [David] Cameron's declaration last week. In the final version of his text Fox endorsed Cameron's view, though he later told the BBC that British troops would be among the last to leave Afghanistan.

There has been much discussion in right-wing circles about the prospect of a split between Fox and Cameron over the direction of defence and foreign policy, in general, and over the strategy in Afghanistan, in particular. But as the Spectator's James Forsyth rightly argues:

There is, though, a feeling in Westminster that Fox is vulnerable. Fox has already used up a rather large number of his nine lives -- think of the "13th century" comment on the eve of a visit to Afghanistan, saying that military pensions are ring-fenced when they are not and publicly announcing the departure of the Chief of Defence Staff outside of the Downing Street grid.

But Fox has a significant source of protection. He's one of the few representatives of the Tory right in the coalition cabinet. Only he, Duncan Smith and Owen Paterson are regarded as being on the right by the right of the Conservative Parliamentary Party. If Fox was to leave government, Cameron would find his right flank dangerously exposed.

Fox is not just a right-winger; he is, as commentators on the left and right have argued, close to the hawkish and neoconservative faction inside the party on foreign and defence matters. He set up the Atlantic Bridge think tank in 1997, with the aim of "strengthening the special relationship" with the United States (though it is now being investigated by the Charity Commission). The Defence Secretary was also an ardent supporter of the invasion of Iraq in 2003.

So it was surprising to see his earlier non-neocon remarks on Afghanistan:

We are not in Afghanistan for the sake of the education policy in a broken, 13th-century country. We are there so the people of Britain and our global interests are not threatened.

He sounded a bit like a realist, more Ken Clarke than Paul Wolfowitz. But the not-so-fantastic Mr Fox is now back on form, telling the Heritage Foundation in his speech that he did not favour what he called "premature withdrawal" (and, in fact, he plans to keep British troops in Afghanistan longer than other allied nations, according to the BBC) because:

To leave before the job is finished would leave us less safe and less secure. Our resolve would be called into question, our cohesion weakened, and the Alliance undermined.

It would be a betrayal of all the sacrifices made by our armed forces in life and limb.

Who says Afghanistan ain't like Vietnam? Here are the same sort of absurd and illogical arguments from the same sort of cold, dead-eyed defence officials -- we have to stay longer because we have lost lots of men already, so we have to stay longer and lose more lives, and then we have to stay even longer to make sure those lives weren't lost in vain, and so on and so on, ad infinitum . . .

Perhaps the Defence Secretary should be reminded of John Kerry's remarks to the Senate foreign relations committee on 23 April 1971. Then a decorated, 27-year-old navy veteran of Vietnam and a high-profile member of the anti-war movement, Kerry asked:

How do you ask a man to be the last man to die for a mistake?

Four decades on, does Liam Fox have an answer to this question?

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.