Syria and Lebanon: tied by blood

Fallout from Syria’s violent repression of uprisings could have dangerous effects on its neighbours

It was only a matter of time before the effects of Syria's violent repression of uprisings began to spill over its borders into Lebanon.

Lebanese security and stability are closely linked with Syria's, mainly because the key divide in Lebanese politics is between pro- and anti-Syrian blocs.

Indeed, despite the end to Syria's nearly 30-year occupation of Lebanon in 2005, it remains a strong influence there, and is a critical player in the relationship between Iran and Hezbollah – Lebanon's powerful Islamic militant party. In fact, Hezbollah is part of a ruling coalition due to take power imminently, which will officially align Lebanon with the repressive Syrian regime.

Hezbollah has not been ashamed of its support for Syria over the years – helping form the pro-Syria March 8 Alliance party in 2005 – and most recently, as the Independent's Robert Fisk reported, actively affirming Syrian state TV's claims that Jamal Jarrah of the opposition Lebanese Future Movement party is involved in arming and subsidising the uprising.

It is feared that the legitimisation of such dubious accusations could stoke tensions in northern Lebanon, where, as Fisk writes, there is strong opposition to Syria's violence, emphasised by posters outside Sunni Muslim houses reading, "Assad – you won't escape us."

However, there are also well over 100,000 Alawites in Lebanon – of the same Muslim sect as the al-Assad ruling elite in Syria – mostly based in the north, who will not take kindly to such rhetoric.

It is in the northern districts, too, where Syrian refugees – most of them Sunnis – are being systematically expelled by Lebanese intelligence agents, apparently at the behest of Damascus.

Continued acquiescence to Syria, especially in a situation that stokes religious as well as political and national tensions, is not good for Lebanon, which is operating with a weak caretaker government, and which is more vulnerable to sectarian unrest than most, given the searing legacy of its bloody civil war.

The northern regions of Lebanon have also in the recent past been the scene of clashes between Alawites and Sunnis, and there are fears that if more Syrian Sunnis continue to arrive, tensions between the two denominations could explode once more.

Furthermore, if this does happen, the potential for large-scale pro- and anti-Syrian clashes across Lebanon looms, as well as Syrian military intervention to quell displaced opposition to its regime.

In 2008, as fighting between Alawites and Sunnis reached a peak, the Syrian army actually mobilised along the border.

Because a Hezbollah-backed coalition is due to take power in Lebanon very soon, it is highly unlikely the country's policy towards Syria will change. Rumours that Damascus has also been involved in the negotiations over a new cabinet will help ratchet up the tension.

As a result, a dangerous situation is now emerging for Lebanon, which, besides its own considerable problems, also needs to deal with those of another country – problems that could painfully reopen old wounds.

Liam McLaughlin is a freelance journalist who has also written for Prospect and the Huffington Post. He tweets irregularly @LiamMc108.

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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.