Leader: This should not be the start of a new age of British isolationism

In refusing to grant a majority for early military action, MPs were rejecting not interventionism per se but a particular – and unwise – intervention.

After an era of interventionism, stretching from the bombing of Iraq in 1998 to the Libya mission in 2011, the vote in parliament on 29 August against military action in Syria is being portrayed by some as the birth of a new age of isolationism. The morning after the government’s defeat, an anguished Paddy Ashdown wrote: “We are a hugely diminished country this AM. MPs cheered last night. Assad, Putin this morning. Farage too as we plunge towards isolationism.” For him and others, “All is changed, changed utterly.”
 
Beyond the parliamentary theatrics, however, it is doubtful whether the vote will prove the defining moment that some suggest. The narrow defeat of the government by 13 votes was more by accident than by design. Labour, which did not oppose military action in its amendment, failed to anticipate the result or David Cameron’s abrupt decision to rule out intervention. Of the 577 MPs who took part in one or both votes, 492 supported the potential use of force. Yet, for largely political reasons, it is in the interests of both Mr Cameron and Ed Miliband to avoid a second vote and the party divisions that would result.
 
In refusing to grant a majority for early military action, MPs were rejecting not interventionism per se but a particular – and unwise – intervention. It is just two years since parliament voted by a majority of 544 to support military action, in that case against Libya, with just 13 dissenting voices. In similar circumstances, it would undoubtedly be prepared to do so again.
 
That Mr Cameron lost the vote was a result not of his failure to assert the moral case for intervention against the Syrian regime, but his failure to address adequately the practical and strategic concerns expressed by MPs of all parties. It was never explained how limited missile strikes would prevent the further use of chemical weapons or other arms against civilians by Bashar al-Assad’s administration or his opponents, nor was it made clear how Britain would avoid being drawn into a wider and more dangerous regional conflagration.
 
If devoid of the significance that some have attributed to it, the Syria vote provides a moment to reflect on the purpose of British foreign policy. Dean Acheson’s gibe in 1962 – “Great Britain has lost an empire and has not yet found a role” – continues to resonate. Having gone to war so often in the past 15 years, we feel a sense of impotence when we do not. This is exacerbated by an increasingly powerful isolationist tendency, most visible in the form of the UK Independence Party, which combines an aversion to foreign entanglements with hostility to the European Union, open borders and overseas aid.
 
Yet between the poles of intervention and inaction, there is still much good that the UK can do. It should work with others at the G20 in St Petersburg to address the shortfall in humanitarian support for Syrian civilians, four million of whom have been displaced internally, and the two million who have fled the country. The Syria Regional Response Plan for refugees, which has called for funding of $3bn, remains 60 per cent short of this total.
 
In addition, Britain should intensify efforts to reach a political settlement, including greater engagement with the newly moderate Iranian leadership, as advocated by the shadow foreign secretary, Douglas Alexander, and some Conservative MPs.
 
Policymakers must reject the false choice between a neoconservative adventurism that disregards the limits of military force and a parochial isolationism that seeks refuge in the pursuit of narrow national interests. The priority remains to craft a multilateral approach that combines a commitment to ethical principles with an awareness of the gulf between the desirable and the possible. If the Syria vote encourages greater reflection on this task, then it could yet prove a significant moment in the search for a consistent post-imperial foreign policy.
A Stop The War campaigner holds up a placard outside Parliament on August 29, 2013 in London. Photograph: Getty Images.

This article first appeared in the 09 September 2013 issue of the New Statesman, Britain alone

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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.