Was Osama Bin Laden killed in cold blood?

Why the irregularities surrounding the al-Qaeda leader's death matter.

There he goes again: the Telegraph's torture apologist Con Coughlin, fresh from blaming the "foolhardy" Rachel Corrie for being crushed to death by an Israeli bulldozer, has now pitched up to explain why irregularities surrounding Osama Bin Laden's death don't matter. In the new book No Easy Day, Mark Owen, a member of the Navy Seal team that killed the al-Qaeda leader, contradicts the official White House statement that Bin Laden may have been reaching for a gun when he was shot. "He hadn’t even prepared a defence. He had no intention of fighting," Owen writes. 

Coughlin downplays the implications of this:

There will, of course, be those among the prosperous global human rights fraternity who will argue that Bin Laden was, in effect, killed unlawfully, and that all those, from the Navy Seals involved in the operation up to President Barack Obama himself, in his capacity as America's commander-in-chief, should face prosecution for their involvement in what amounts to an extrajudicial killing. 

Well, if that's their attitude, bring it on! Given Bin Laden's well-documented involvement in acts of terrorism, they are going to have a tough time trying to find anyone to take their claim seriously.

So Coughlin's response to the suggestion that the US could have engaged in an illegal, extrajudicial killing that day in Pakistan and someone should be held accountable is that . . . er, human rights activists are "prosperous" (?), Bin Laden was a VERY BAD MAN and no one likes him anyway?

He goes on: "Bin Laden made no secret of the fact that he was waging war against the west, and as a man who personally sanctioned the mass murder of thousands of innocent people around the world, the Seal team were well within their rights not to put their own lives at risk so that Bin Laden could be taken alive." 

Which begs the question: in what way would the heavily armed Seal team have been risking their lives, faced with an unarmed man in a sleeveless T-shirt? And who needs international legal protocols when we can just ask Coughlin whether the soldiers were "well within their rights" or not?

Coughlin shrugs off the suggestion that Bin Laden's death could warrant some sympathy with the hoary old saying "He who lives by the gun, dies by the gun." A few years ago, the writer Jason Burke pointed out that "every use of force is another small victory for Bin Laden": according to Burke, Bill Clinton's bombings of Sudan and Afghanistan in 1998 and Bush's later assault on Afghanistan only strengthened al-Qaeda and helped fuel Islamist anger. Burke later wrote in the Guardian that Bin Laden's death was "undoubtedly important" but I think his earlier point still stands: after all, it's not all peace and love in the Middle East.

Al-Qaeda might not be as active today as it was once perceived to have been but there are other groups looking for an excuse to see in the west an unaccountable, conquering villain. That's one reason why international law matters: if it's a war the west is fighting, it must abide by the internationally agreed rules of warfare. Drones, assassinations and the long resistance of the US to acknowledging Guantanamo Bay detainees as prisoners of war suggest a dangerous flexibility of thinking in this respect. Coughlin's exhortations to brush aside such concerns only fuels the attitude that some countries should be able to kill "in cold blood" whenever they choose to, regardless of the consequences. Daft.

Decline and fall: the demolition of the compound where Osama Bin Laden was killed in Abbottabad, Pakistan. Credit: AFP/Getty Images

Yo Zushi is a contributing writer for the New Statesman. His work as a musician is released by Eidola Records.

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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.