7/7 bombings, London and British Muslims: five years on

Some brief, perhaps random, thoughts.

I didn't have a chance on Wednesday to write anything about the fifth anniversary of the 7/7 London bombings.

It was, as the cliché goes, a day that changed the world. Well, my world, at least. It was a deeply traumatic time for London, for those who lived or worked in the capital, for those of us who love this great city. As a Londoner and a commuter, I saw the faces of fear and anxiety on the Tube, on the buses, in the workplace.

As a journalist, I witnessed and documented how armed police became a common sight on our streets and how barricades were erected around parliament and Westminster -- and how terror-related stories came to dominate the news agenda.

And, as a British Muslim, I noted with despair how both the Islamic faith and Muslim communities across the UK came under greater scrutiny, criticism and condemnation from politicians, the media, the security services, self-appointed "experts" and, of course, the far right. The 7 July attacks in London, as I argued in a BBC Radio 4 documentary last weekend, had a much greater impact on Muslim/non-Muslim relations in this country than the 11 September attacks in the United States.

Take the recent YouGov poll which revealed that 58 per cent of Britons associate Islam with extremism and 50 per cent believe that the religion is linked with terrorism. (Other polls, like this Gallup survey which showed Muslims in London were more likely to identify strongly with the UK than the population at large, sadly attract less attention from the media.)

This might sound like navel-gazing from a moaning Muslim but, as even the conservative commentator Peter Oborne wrote in the Daily Mail on Wednesday, "Muslims, too, were the long-term victims of the 7/7 atrocities". He added:

Society turned against them. Completely innocent people found themselves being blamed for a crime that they had not committed. Muslims were traduced, spat at and physically attacked.

Police stopped them in the street as terrorist suspects. Yaser Iqbal, a Birmingham barrister, recalls: "I can still vividly recall the menace and hatred in the eyes of almost every white face that stared at me on that day -- and they all stared."

While I agree with much of Oborne's analysis, I have to admit that it could have been much, much worse for Britain's Muslims. I'm proud that there were no riots or pogroms or sectarian violence, and that British Muslims were not rounded up or interned en masse by the British state. But I do often wonder (dread?) what might happen if, God forbid, there was to be another terrorist attack in the capital perpetrated by "home-grown" Muslim terrorists.

Home-grown. It's a disturbing and depressing phrase. I remember, as I watched the images of death and destruction on Sky News on the morning of 7 July 2005, thinking: "Please God, don't let it be Muslims." Days later, sitting in a hotel room on holiday abroad, I saw the names and faces of Mohammad Sidique Khan, Hasib Hussain, Shazad Tanweer and Germaine Lindsay flash across the television screen. Young British Muslims. Just like me. Three of them the British-born children of immigrants from the Indian subcontinent. Just like me. And I cried. I knew that my city, my country and my own particular faith community would never be the same again.

The British Muslim journalist Zaiba Malik, author of the new book We Are a Muslim, Please, wrote in the Guardian on Monday:

When I think back to that day five years ago, Thursday 7 July, I remember the disruption -- the gridlocked traffic, the sirens, the overloaded mobile phone network. It was all so noisy. Then I remember staring at four men on the cover of every newspaper under headlines such as: "Home-grown suicide bombers" and "British Muslim terrorists".

One in particular, Shazad Tanweer, grabbed my attention; partly because he looked younger, less harsh than the other three, and also because he was born just a few streets away from where I grew up in Bradford.

As I stared at Tanweer and the others, I cried, knowing that from now on things would all be so different for us, for British Muslims. I was also mourning the past, for that time when there were no extremists or fundamentalists, no Islamism or Islamophobia, no war on terror; for the time when we just got on with our lives.

 

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.

Getty
Show Hide image

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.

***

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.