Drone attacks: what is America doing in Pakistan?

Seventeen people have died in US drone attacks in Waziristan. What is the impact on civilians?

Seventeen people have been killed in two US drone attacks in North Waziristan, a tribal area and Taliban stronghold in Pakistan. The body count is still growing from the attacks, targeted at a compound alleged to be a militant training camp.

These latest attacks are part of an expansion authorised by Barack Obama last month, in line with the troop surge in Afghanistan. It's a policy that is anything but transparent.

For the uninitiated -- what is going on? Well, the first attacks were launched by George Bush in 2004 as part of the "war on terror". They feature unmanned aerial vehicles firing Hellfire missiles (that's actually what they're called, I'm not embellishing) at militant targets (well, vaguely), and have increased in frequency since 2008.

Top US officials are extremely enthusiastic about the drone attacks. They stated in March 2009 that the strikes had killed nine of al-Qaeda's 20 top commanders. High-profile successes such as the death of Baitullah Mehsud, the former Taliban commander in Pakistan, have no doubt given further encouragement. The attacks' status in international law is dubious but, hey, when has that ever been a concern?

Yet in terms of how the Pakistani public might receive it, it is an incredibly reckless policy for the US to pursue, and for the discredited Islamabad administration to allow.

Since the strikes were stepped up in mid-2008, hundreds of people have been killed, many of them civilians. The American think tank the Brookings Institution released a report in July 2008 saying that ten civilians perished in the attacks for every single militant killed. The UN Human Rights Council, too, delivered a highly critical report last year. The investigator Philip Alston called on the US to justify its policy:

Otherwise you have the really problematic bottom line, which is that the Central Intelligence Agency is running a programme that is killing significant numbers of people and there is absolutely no accountability in terms of the relevant international laws.

Islamabad has publicly criticised the attacks on Pakistani territory as being counterproductive (though reports abound about the level of its complicity). Pakistan's foreign ministry today issued an angry statement saying that US and Nato forces "need to play their role inside Afghanistan".

Pakistan is a state on the verge of collapse. Amid poverty, the instability engendered by frequent terrorist attacks, and a corrupt and fragile government, the very extremism that the west's cack-handed Af-Pak strategy aims to counter has fertile ground on which to grow.

The Pakistani public is overwhelmingly and consistently opposed to the drone attacks. A poll for al-Jazeera in August 2009 showed that 67 per cent of respondents "oppose drone attacks by the United States against the Taliban and al-Qaeda targets in Pakistan". A poll in October for the International Republican Institute found that 73 per cent of respondents opposed US military incursions into the tribal areas and 76 per cent did not think that Pakistan and the US should partner to carry out drone attacks.

The "war on terror" is an increasingly meaningless phrase. But one thing is certain: as young Britons travel to Pakistan expressly for to attend training camps (frequently spurred on, I would argue, by their anger at western foreign policy) and the Taliban continue to expand across the country, we cannot -- to employ another overused phrase -- afford to lose any more "hearts and minds". The escalation of drone attacks does just that.

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Samira Shackle is a freelance journalist, who tweets @samirashackle. She was formerly a staff writer for the New Statesman.

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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.