Russia and the US: friends at last?

The former rivals form a politically symbolic alliance over a shared problem: Afghanistan.

The ancient Chinese proverb "The enemy of my enemy is my friend" has been a cornerstone of realist statecraft since the dawn of, well, realist statecraft. For example, Britain formed an alliance with its long-standing enemy, France, in order to counteract the Germans during the First World War. Responding to criticism of his Second World War allegiance to Stalin's Soviet Union, Winston Churchill claimed that "if Hitler invaded hell, I would at least make positive reference to the devil in the House of Commons".

Comparatively, during the cold war, liberal-democratic states often formed alliances with non-communist dictators, such as Mobutu of Zaire. The Soviet Union provided financial assistance to a handful of anti-communist states to strengthen their cold war sphere of influence. The US supported the Afghan mujahedin during the ten-year Soviet occupation of Afghanistan.

However, the principle alone may serve as a weak basis for alliance: after the break-up of the Soviet Union some of the mujahedin spawned the Taliban and turned against the United States.

Now, in a twist of fate, a partnership between Russia and the United States is materialising, based on this timeless principle.

Last week, Mikhail Gorbachev declared that, like the Soviet Union 21 years earlier, Nato would not be able to beat the Taliban. The 79-year-old former president claimed that no feasible increase in troop numbers could ever improve the situation for the US, and that Afghanistan is at risk of turning into "another Vietnam".

It seems that the Russians, thus far passive observers of the war raging in their backyard, have decided to contribute their topographical expertise in the area. Ironically, both countries are said to be articulating the definition of the alliance at Nato's Lisbon Summit on 19 November. This has been received with speculative cries in the field of international relations, Foreign Policy dubbing it "Nato 3.0".

Despite the cessation of the cold war, Russia has not extended its hand to the US in this way before. Nonetheless, Russia has not necessarily offered a hand of friendship, and there is speculation that Moscow's concerns are solely interest-fuelled.

It has been widely reported that the Russians agreed to assist the Americans with their operations in Afghanistan because Russia has one of the worst heroin addiction rates in the world. Its two million heroin addicts consume 21 per cent of the world's supply, and Russia blames the severity of the problem on the US's failure to spray poppy fields in Afghanistan.

Last Friday, Moscow announced that a joint narcotics raid with US forces had destroyed four drug laboratories and one tonne of heroin.

This sudden change on the international playing field invites a host of fresh and important questions for foreign policy experts. If Russia and the US achieve their common goal, will the alliance between them survive? Do these former rivals share enough common ground to be considered friends? And what is the true nature of this politically significant alliance?

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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.