Fabrice Muamba, jail and racist tweets

When does being offensive become an offence?

Liam Stacey, who wrote racist tweets following the collapse of Fabrice Muamba, is a vile idiot. But should he have gone to jail for what he wrote?

My first inclination is to think that regardless of the despicable things he said in the wake of the footballer's near-fatal collapse during a Bolton-Spurs game the other week, this man should not be put in jail for what he has written. To jail people for expressing racist views is to make martyrs of these people, to legitimise their sense of entitlement and victimhood, to reinforce the idea that we're living in a PC world where free speech has been outlawed in favour of politically correct speech.

I certainly don't wants to live in a country in which people aren't allowed to be offensive, appalling and even racists if they want to be. But where does conflict and debate between passionate and partisan football fans - I fear I must at this point introduce the word "banter", which is more often than not used to excuse despicable behaviour as being somehow a blokey get-out-of-jail-free card -- become a crime? When does being offensive become an offence?

There's a sense in which "banter" of a fairly unpleasant nature is and always has been part of football. Vile chants about Hillsborough and Munich still carry on, gloating about death and misery. Manchester United's Korean star Park-Ji Sung gets told he eats dogs; Liverpool supporters get told they eat dead rats. The hate levels rise. When players collapse, the cry of "Let him die!" goes out - though maybe not so much after the events at White Hart Lane.

Which isn't to say football fans are a horrible bunch, because there's a whole world of funny terrace chants, of genuine sporting rivalry and friendly animosity. Up and down the country every weekend, fans of opposing teams sit and have a drink together and tell each other to "have a good match" when they part to take their seats in opposite ends of the ground.

But in some cases, the rivalry spills over into violence, threats and crime. Where do you draw the line? Sometimes, the justice system gets involved and has to decide what's "banter" and what has strayed into something darker. There's now legislation to clamp down on sectarian chanting and abuse in Scotland, with the introduction of the "Offensive Behaviour at Football and Threatening Communications Bill", with a particular focus on football.

This isn't the first case in recent times of a tweeter landing in trouble for what they have written on the social networking site -- Sunderland fan Peter Copeland was recently given a community order after making racist tweets about Demba Ba and the number of black players in the Newcastle United side during some "banter" with a fellow fan.

What, then, was different about Stacey's tweets? In my opinion there are some differences that take it beyond simple trash-talking. The problem with talking about this subject is that to repeat what Stacey wrote is to repeat some truly awful things -- and most deemed by the judge, too awful to repeat.

His original tweet carried an "#haha" hashtag when the player had collapsed. He followed this up with a number of insults aimed at people who'd taken offence to that comment, widely retweeted by those who were shocked.

I suppose one test with these things is whether they would be offences if you walked up to someone in a pub and said them. While the "Fuck Muamba" tweet is disgusting, it's not targeted hate at one person to hurt them, whereas I think the others are, and have a racial element which only makes it worse. Are they threatening and hurtful words and behaviour? Do they incite racial hatred, more importantly? Stacey admitted the offence with which he was charged.

Much as I don't want to live in a world in which people's tweets are censored and scrutinised, we do live in a world in which bright, articulate footballers like Micah Richards feel forced to quit Twitter after being on the receiving end of a slew of racist tweets.

So what is to be done about it? Football has a long way to go before it can say it really has kicked out racism, and there really is a line between what's acceptable as a slanging match, or abuse, and out-and-out threats and incitement.

Sometimes, that line does get crossed, and Stacey has 56 days of his life to reflect on that.

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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.