Guantanamo transfers: an empty gesture?

The transfer of 70 detainees to Illinois simply passes on the problem

So, what are we to make of the Obama administration's decision to transfer about 70 of the remaining 250 or so Guantanamo detainees to the US mainland?

The White House yesterday released a memorandum directing the federal government to purchase the prison, in order to "facilitate the closure" of detention facilities at the Guantanamo Bay naval base by securing the transfer of roughly 70 inmates (according to Senator Dick Durbin, D-Illinois) to the correctional centre in the town of Thomson, Carroll County, Illinois.

The decision to move the detainees to the facility at Thomson (population 559) is an interesting choice, on all sorts of levels.

In part, Barack Obama is doubtless being a touch wily and seeking to stall the barrage of criticism he will be in for, come 22 January and the passing of the year in which he said that he would have Guantanamo closed. It will also provide a good number of jobs -- some sources say up to 2,000 -- and $1bn of federal funding in an area feeling the economic downturn acutely.

But he will take considerable flak from the Republicans, some of whom are already talking of the "risks" the move poses to the American public. In an expensive pre-emptive pandering to such cynically stoked fears, the prison -- which already features cells built of precast, reinforced cement, will now be retrofitted to exceed even "super-max" security standards, according to a letter sent to the governor of Illinois, Pat Quinn, by Secretary of State Hillary Clinton. But this is hardly going to quell Republican concerns that Guantanamo detainees just shouldn't be in America, period.

A more serious question the Republicans might have addressed is whether the move will defuse Guantanamo as the terrorist recruiting station it has come to be viewed as around the world. The answer here is, of course, no. The question was never about the "where" of Guantanamo itself; it was always about the "how" of detainee treatment and the United States' commitment to international law. And unless steps are taken to expedite detainees' passage through open and transparent legal processes, nothing about the world's indignation against it will change.

Indeed, the use of the term "detainee management purposes" in Obama's order yesterday was chillingly reminiscent of the neoliberalist jargon deployed to such horrid effect during the Bush era. Moreover, as at the "old" Guantanamo, the "new" Guantanamo will be run not by the Federal Bureau of Prisons, but by the defence department, yet another way that these detainees are cleaved from the legal system.

But amid all the brouhaha about the decision, there are three important things to remember.

First, this is a response to the real difficulty the White House has encountered in finding other places to take the detainees. For all the love-in surrounding Obama's trip to Norway last week, for example, even the Norwegian foreign minister Jonas Gahr Støre has declined to take them, and in no uncertain terms. "Guantanamo is the United States' responsibility," he said last month.

Second, it takes some of the heat (and we ought not to be distracted by this) away from the fact that the move does nothing to resolve the fate of the detainees among this number who will continue to be held indefinitely. Nor does it deal with the question of the treatment of detainees slated for transfer elsewhere -- those whose transfer to Yemen is actively being discussed in particular.

Third, it reminds us that the real problems of Guantanamo still have not been addressed by the present administration. Obama was very good on the symbolism of closing the base at the beginning of this year. He has been less good at addressing the broader legal quagmire of Guantanamo (including the policy of rendition). Moving those who are to be tried by refangled military commission (which the Obama administration could have dropped, but has chosen to continue with) does not address that problem; it simply passes it on.

Follow the New Statesman team on Twitter

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.