How our gung-ho parliament turned against military interventionism

Blair was able to win more support for a full-scale invasion than Cameron can for arming a rebel group.

In 2003, Tony Blair made the now infamous case for the Iraq war. Despite vocal opposition from within his own party and the Lib Dems, he enjoyed the overwhelming support of Parliament. Then Conservative leader Iain Duncan Smith backed the war and so did all but 15 Tory MPs. Militaristic foreign policy bought the political elite together. The atmosphere now could not be more different. As a consensus grows around Britain’s failures in Iraq and Afghanistan, MPs are becoming increasingly sceptical of interventionism. This is epitomised by the current split in opinion over arming the Syrian rebels.

Paul Flynn, a Labour MP who campaigned against the Iraq war, told me: "The anti-war sentiment is deep-seated among all parties. Two futile wars in Iraq and Afghanistan have cost us dearly in blood and treasure."

His cynicism towards Britain’s role in the Middle East is shared by others in Parliament. Last month, Caroline Lucas led a debate in the Commons on the decision to invade Iraq, ten years on from the start of the war. The overwhelming feeling among MPs was that the government made the wrong decision.

Growing scepticism towards interventionism might also reflect Britain’s role in Libya. The 2011 action prompted little opposition (just 13 MPs voted against it) and Ed Miliband actually encouraged the government to act more quickly. Britain was better placed to intervene in Libya than in Syria; the Gaddafi regime was weaker than Assad’s and the atrocities were, at the time, seen as more 'one-sided'. The main objective of the intervention was achieved and Gaddafi was overthrown, but not all is well in post-intervention Libya. Parts of the country, particularly Benghazi, are still plagued with political violence. Many who fled at the height of the conflict are scared to return. Last month, the Libya Herald reported that 650 Libyans had refused to leave a refugee camp in Tunisia. Such reports have contributed towards the current anti-war sentiment, with MPs thinking twice before allowing Britain to support rebels in another state.

This growing movement has left David Cameron and William Hague with few allies in their attempt to argue for greater involvement in Syria. In 2003, Blair faced significant opposition when he made the case for invading Iraq, most notably from Robin Cook, who resigned from the cabinet. But he was still able to win more support for a full-scale invasion than Cameron can for arming a rebel group.

Unlikely alliances are being formed in opposition to militarism. Boris Johnson is not known for toeing the party line, but he is seldom so defiantly on the side of Ed Miliband. Last month, he warned that weapons might end up in the hands of "al-Qaeda thugs" after the Labour leader had claimed the government was too focused on arming the rebels. Eighty Tory MPs have signed a letter demanding a vote on the issue and the cabinet appears divided, with Nick Clegg and others publicly expressing their concerns.

Flynn told me: "Hague's demand that we should punch above our weight is clearly understood to lead to dying beyond our responsibilities and spending beyond our interests."

His own anti-interventionism no longer casts him as a rebel in his own party, as it did in 2003. A wind blowing through Westminster threatens to tear apart the political establishment as the Prime Minister’s critics find support from the most unlikely quarters. David Cameron may still push for increased British involvement in the Middle East but he is unlikely to have parliament – or even his own party – on side.

David Cameron leaves 10 Downing Street in London on June 26, 2013, to attend Prime Minister's Questions. Photograph: Getty Images.

James is a freelance journalist with a particular interest in UK politics and social commentary. His blog can be found hereYou can follow him on Twitter @jamesevans42.

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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.