Former EDL leader Tommy Robinson jailed for 18 months for fraud

Tommy Robinson, real name Stephen Yaxley-Lennon, plead guilty to mortgage fraud last November.

The English Defence League's founder and former leader, Tommy Robinson, has been convicted and sentenced to 18 months in prison for mortgage fraud, reports the BBC. The fraud amounted to £160,000 over six months. The 31-year-old, from Luton, was sentenced at St Albans Crown Court after pleading guilty in November 2013.

Robinson - whose birth name is Stephen Yaxley-Lennon, and who goes by a range of different aliases - left the EDL in October 2013, to collaborate with the Quilliam Foundation think-tank on the subject of "counter-extremism". Medhi Hasan wrote for the NS at the time about Robinson's decision:

Can a fascist renounce fascism? Of course. Can he do it overnight? I’m not so sure. On 6 October, two days before his “defection” to Quilliam, Robinson tweeted that “sharia legalises paedophilia”; on 4 October, he claimed that Islam was “fuelling” a “global war/Holocaust on Christians”. On 2 October, he tried to intimidate a critic of the EDL by turning up unannounced at what Robinson (wrongly) believed was his home.

Forgive me my cynicism. At a press conference on the day he quit the EDL, the 30-year-old sunbed shop owner from Luton did not apologise for or acknowledge his previous anti-Muslim remarks; nor did he renounce, denounce or disown the EDL. So far, he seems only to have rebranded, rather than reformed, himself. Robinson, however, is an irrelevance. So, for that matter, is the EDL. The hate-filled antics of these balaclava-clad thugs have distracted us from a much bigger issue: Islamophobia went mainstream long ago, with the shameless complicity of sections of the press.

Look at the numbers. A Cardiff University study of 974 newspaper articles published about British Muslims between 2000 and 2008 found more than a quarter of them portrayed Islam as “dangerous, backward or irrational”; references to radical Muslims outnumbered references to moderate Muslims by 17 to one.

Look at the little-noticed conclusion of Lord Justice Leveson’s November 2012 report into the “culture, practices and ethics” of the press: “The identification of Muslims . . . as the targets of press hostility . . . was supported by the evidence seen by the inquiry.”

Look, above all else, at the way in which headlines, stories and columns reflect much of what Robinson says – without being tainted by the fascist whiff of the EDL.

“There is a two-tier system, where Muslims are treated more favourably than non-Muslims,” Robinson claimed in a speech in Leicester in February 2012. Consider, however, the lurid headline on the front of the Daily Express, in February 2007: “Muslims tell us how to run our schools”. Or the Daily Star’s splash in October 2008: “BBC puts Muslims before YOU”.

Spot the difference?

Read more.

Robinson at an EDL protest near Downing Street, May 2013. (Photo: Getty)

Ian Steadman is a staff science and technology writer at the New Statesman. He is on Twitter as @iansteadman.

Getty
Show Hide image

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.