The dangers of oversimplifying the situation in Pakistan

Many of those who are quick to condemn the country have a limited understanding of its structures an

In the aftermath of the killing of Osama Bin Laden, big questions have emerged over Pakistan's role and its relations with the US.

John Brennan, a counterterrorism adviser to Barack Obama, told journalists that it was "inconceivable" that Bin Laden did not enjoy a "support system" in Pakistan. While both Hillary Clinton and Barack Obama have emphasised Pakistan's importance in fighting al-Qaeda, the circumstances of his discovery are damaging.

Carl Levin, a Democrat who heads the Senate armed services committee, summed up these concerns at a press conference:

I think the Pakistani army and intelligence have a lot of questions to answer given the location, the length of time and the apparent fact that this facility was actually built for Bin Laden and its closeness to the central location of the Pakistani army.

From the Pakistani side, there are questions, too – the US reportedly did not trust the ISI with news of Bin Laden's whereabouts, which will not go down well, given existing tension over increased numbers of CIA agents in the country and public anger at ongoing incursions on Pakistani soil in the form of drone attacks.

The former Pakistani president Pervez Musharraf told CNN:

America coming to our territory and taking action is a violation of our sovereignty. Handling and execution of the operation [by US forces] is not correct. The Pakistani government should have been kept in the loop.

Clearly, there are murky waters here – and many questions that might not be answered publicly. Logging on to Twitter yesterday, I was disturbed to see many tweets of the "Get them!" variety, calling for action against Pakistan. But many of those passing comment clearly have very little knowledge of the country's state systems and the atmosphere there.

I've just returned from a trip to Karachi, where I was struck by quite how prevalent anti-American sentiment is. What might look to westerners like public sympathy for extremists is more often based on support for those holding their ground against the west, rather than agreement with extremist ideas. In an excellent article in today's Financial Times, Ahmed Rashid suggests that now might be the time to challenge this narrative:

He was a hero to some Pakistanis because he defied the west and because the country is desperately short of heroes. Perhaps Pakistan's leaders can now have the courage to turn around the mythology and show what Bin Laden really was – a political leech who introduced suicide bombing, helped to create the Pakistani Taliban and promoted intolerance in a country that was at relative peace with itself until he appeared on the scene.

Even the heavy death toll inflicted on Pakistan by terrorists is put at America's door – with some justification, given that the Taliban were all but absent from the country until the US invaded Afghanistan. The country has been ravaged by the war on terror. Since 2001, terrorists have killed nearly 15,000 people there – a number that doubles to more than 30,000 when counterterror violence is taken into account.

However, effectively challenging the perception of Bin Laden as a martyr is difficult, given that there is essentially no cohesive state in Pakistan. The state itself – as in central government – is remarkably weak, because Pakistan is and remains a tribal society, more dependent on local feudal powers than central systems. This goes some way towards explaining why it took so long to capture Bin Laden.

The separation of powers, held by varied forces in Pakistani society – the military, the ISI, the government and local tribes – certainly helps to explain the country's sometimes contradictory actions. This is why the government can co-operate with the US and sanction drone attacks even as the ISI fails to track extremists.

The intelligence service has a long history of alliance with extremist groups and, like the military, is reluctant to fight its own people. In the Times today, Anatol Lieven (£) draws a distinction between the ISI's "hard" treatment of international terrorists and its more tolerant attitude to home-grown insurgents.

What is beyond question is that the relationship between Islamabad and Washington is vital to both sides. Oversimplifying the situation on the ground in Pakistan with a reductive "us and them" narrative serves no one – least of all the people of Pakistan, who are the most likely targets for retaliation attacks.

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

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.