Woolwich deserves better than the attention of murderers and EDL racists

An eyewitness account from last night's disturbances in south east London.

It’s just before 9pm on Wednesday evening, and the handful of customers in Woolwich Wetherspoons are distracted by the giant TV screen playing looped footage of a crime scene about half a mile up the road. It’s the main topic of conversation, and even the barman is arguing with the waitress, like people everywhere have been arguing: who did it, why, what it means. A few minutes later, a dozen men – youngish, in windbreaker jackets – enter the pub, looking jumpy. Several are talking into their mobiles. As his companions approach the bar, one steps back outside and unfurls a St George’s flag with “EDL – Bexley Divison” written on it.

As details of the brutal murder of an off-duty soldier near to the barracks in Woolwich filtered through yesterday afternoon, the leaders of the EDL set about trying to exploit it. Their street movement has all but collapsed, under the weight of public revulsion at its bigotry and violence, and the determined efforts of anti-fascist campaigners. Their only hope now is to provoke some kind of serious disorder: earlier this month, on the day of the Oxford grooming trial verdict, EDL leader Stephen Lennon and his sidekick Kevin Carroll spread unfounded rumours on Twitter of a child rape by “Muslims” in Luton.

Yesterday, the Woolwich killing – a personal tragedy for the victim’s friends and family, a shock for the local community, but with a political context guaranteed to make it front-page news – appeared to give them another opportunity. Jihadist terror and the rise of anti-Islam sentiment is widely discussed – but since 2008, with far less comment, the military has become an increasingly sensitive element of British culture. Uniformed soldiers play a ceremonial role in major sporting events; politicians use the issue of soldiers returned from Iraq or Afghanistan for rhetorical effect – as the communities secretary Eric Pickles did at last year’s Tory conference, when he accused “foreign immigrants” of being unfairly given housing ahead of “those who fought for Queen and country”. Is this a natural effect of more than a decade of war, or does it speak to a deeper unease? It was, after all, an incident at a homecoming parade by the Royal Anglian Regiment in 2009 – an insulting protest by a small group of self-styled Islamists – that sparked the creation of the English Defence League in the first place.

At the pub, more men arrive. The first group head off, while one of the new arrivals says “let’s get a round of sambucas in”. Leaving, I cross the central square – newly refurbished and overlooked by a giant, curvy new block of aspirational apartments – to find out where the first group is headed. If the “Bexley Division” flag is anything to go by, these EDL activists have come over from the neighbouring borough: whiter in ethnic make-up than Woolwich, and where in a little-reported subplot to the 2011 riots, a gang of EDL activists gathered to “defend” their neighbourhood from rioters.

There is an echo of that incident as, suddenly, a group of men come charging towards the lower end of the square, throwing bottles and chanting “E-E-EDL”. A train station borders that side of the square, and a mainly black crowd of onlookers scatter. I catch a look somewhere between disbelief and panic on the face of one man as he passes me. The EDL – along with their more respectable cousins in the political mainstream – claim that their islamophobia has nothing to do with race. Yet it’s striking how quickly one can slip into the other, as indicated by the careless description of the murder suspects as being “of Muslim appearance” that found its way into the main BBC News reports yesterday. Video footage later revealed them to be two fairly average-looking men of African or Caribbean origin, dressed in everyday clothes.

But the chaos is fleeting. The police, who had lined up on the other side of the square, catch up and block the road; the EDL crowd isn’t as big as it first seemed, numbering around 60. Confronted, its members run off down a street alongside the railway tracks, towards the Queen's Arms, a pub with a huge St George’s Cross flying from the flag pole in its front yard. As the EDL crowd regroups, their numbers swelled to a hundred or so, some have slipped into balaclavas. I see one of these men stuff what looks like a weapon into the waistband of his shorts. Their plan is to head towards the local mosque, which lies on the other side of the estate behind the pub, but their way is blocked by a line of police. Instead, they head back to the square, where they’ll play cat-and-mouse with riot officers until they get bored, or until the TV news crews pack up and go home.

My lasting image of the night is not of the EDL, but of the crowd that gathered to watch them, outside the the Queen’s Arms. These were local people – men and women on their way home from work, teenagers out for the evening – in a neighbourhood that only gets serious media attention when it plays host to a murder, or a riot. The mood was uneasy, but convivial all the same. When a dog starts sniffing a little too enthusiastically at someone’s leg, its owner jokes “don’t worry it’s not a police dog!” There’s a ripple of laughter when a newspaper reporter gets out his iPad to take a photo of the scene. A car drives past and its occupant swears in the direction of the police. The car is flying a stick-on Union Jack from its roof. Behind me, a man gestures towards the EDL, and says to his girlfriend, “I get where the anger’s coming from, but this is not the way.”

Daniel Trilling is assistant editor of the New Statesman and the author of "Bloody Nasty People: the Rise of Britain's Far Right" (Verso Books). Follow him on Twitter @trillingual

Members of the EDL in balaclavas as they gather outside a pub in Woolwich in London. Photograph: Getty Images

Daniel Trilling is the Editor of New Humanist magazine. He was formerly an Assistant Editor at 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.

***

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.