The latest Israel-Palestine peace talks were doomed to fail before they began

If you want the bottom line about why William Hague and other dignitaries are in Israel for sham talks about peace, look at the bottom line.

It’s a long way to go for a game of charades. William Hague is in Israel today to support US secretary of state John Kerry’s bid to re-start Israeli-Palestinian peace negotiations. With the peace process stalled since the last serious talks in 2008, Kerry is said to be "obsessed" with finding a way to solve the conflict.

But it won’t happen – not any time soon, and not with the current set of leaders in charge. There will be talks about talks, and there may even be talks. But you can bet your bottom shekel they will lead precisely where every other round of negotiations has led, from Madrid to Oslo to Camp David to Annapolis – down a dead end of continued occupation and war.

This isn’t because, as some claim, the Israel-Palestine conflict is some mind-bendingly complex problem with no ready solution. In fact, there is already a detailed plan on offer, supported by the US, the UN, the EU, the Arab League, and Israeli-Palestinian civil society, to create two states for two peoples, based on the 1967 lines with minor “land swaps”, and with Jerusalem as a shared capital.

And polls of Israelis and Palestinians show that a majority of both peoples continue to support it.

Israel’s hard-line prime minister Benjamin Netanyahu has paid lip-service to the two-state solution. But look at the small print, and it’s clear he is unprepared to make the concessions necessary to bring it about. Netanyahu refuses to consider dividing Jerusalem or to base the border on the 1967 lines – which is like negotiating a divorce settlement on the understanding that one side will keep the family home, the life savings, and the kids.

Other members of Netanyahu’s ruling coalition are more honest: “Two states for two peoples is not the government’s official position,” one bluntly said in a Knesset debate on Tuesday.

The Palestinians, meanwhile, have long made clear they support the main points of the two-state plan. We now know that, even on the most sensitive issue – the fate of refugees displaced by the conflict – they have shown they are ready to compromise by accepting that only a “symbolic” number will be allowed to resettle in Israel.

But the Palestinians’ lack of bargaining power leaves them with no way of putting pressure on an Israeli government that rejects the global consensus. And what’s more, with the Palestinian Authority kept afloat by taxes collected on its behalf by Israel, and on aid from the US and other foreign donors (which accounts for a third of its annual budget), it has no choice but to toe the line, paying lip service to a peace process that offers no hope of peace.

And that, ultimately, is the reason why both sides will engage in this US-sponsored dumb show in the full knowledge it will fail. The Palestinians must negotiate in “good faith” –  providing cover for the continued growth of Israeli settlements – because doing so is the only way to keep the money flowing. And Israel must go through the rigmarole of pretending to seek a deal because, with government budget cuts looming, it needs the $3 billion aid (plus extras) it receives each year from the US, and the international legitimacy even a fraudulent peace process provides.

If you want the bottom line about why these sham talks are taking place, look at the bottom line. Each side has too much invested in the status quo to tell Hague and the other visiting dignataries the truth: that the current “peace process” is no more than a PR process. The conflict will drag on, with no imminent end in sight. After all, why wage peace when war makes for such good business?

John Kerry and William Hague. Photograph: Getty Images

Matt Hill has written on the Middle East for the Daily Telegraph and the Independent. You can follow him on Twitter @mattrowlandhill.

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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.