Win, lose or draw: the Iranian cartoonist Mana Neyestani was jailed in 2006
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Doodles with death: the brutal mistreatment of cartoonists in the Middle East

The experience of cartoonists like Ali Ferzat, whose hands were broken in 2011, provides a bleak backdrop to the Charlie Hebdo massacre.

Clutching his bulging suitcase, Bashar al-Assad jerks his right thumb out to hitch a ride. He is gesturing to Muammar al-Gaddafi, frenziedly chugging towards him in a getaway car.

It was this simple drawing – calling on the Syrian president and the former Libyan leader to flee during the Arab spring – that led to a brutal act of censorship by Syrian security forces. The man behind the sketch, one of the Arab world’s best-known cartoonists, Ali Ferzat, was beaten up before dawn in Damascus in 2011. The masked gunmen removed the one weapon on his person: they broke his hands.

The experience of cartoonists such as Ferzat, doodling with death in the Middle East, provides a bleak backdrop to the Charlie Hebdo massacre in France. The attack provoked a collective shock that journalists in a western democracy could lose their lives exercising their right to free expression. Imagine, then, the risks that their counterparts are taking in nations that are less respectful of human rights, where they encounter not only censorship but imprisonment, beatings, exile and execution.

In Iran, the cartoonist Mana Neyestani was imprisoned in 2006 for depicting a cockroach speaking Azeri. He fled the country at the first opportunity and now lives in exile in France. Another Iranian cartoonist who riled the authorities, Kianoush Ramezani, a political refugee since 2009, calls cartooning “the art of danger”. He fled when the government began to arrest his friends: bloggers, activists, journalists. “We just had to leave the country,” he says grimly.

Ramezani is particularly scathing about self-censorship, in which fear and financial necessity force some to acquiesce. “There is no free or independent media inside my country,” he says. “If you want to work, you need to accept some red lines. Then, in my opinion, you’re not a cartoonist. You do propaganda for a regime.”

His recommendation to those who wish to draw with integrity is to “leave the country”. Last year, he said in a Tedx talk: “In order to do my job, I need some things: pen, paper, maybe a hand – and a secure society to give me freedom of expression.”

Also on hand for advice is Robert Russell, the founder and director of Cartoonists Rights Network International. He calls the Middle East “the most dangerous place in the world for cartoonists” and insists that those who “stick their big toe over the red line really have to have some alternatives”.

“We recommend they have what we call a ‘bail bag’,” he says: “a suitcase with an airline ticket in it, $1,000, a way to get out quickly, or to go to a safe house easily . . . collect their most trusted friends and relatives and be prepared to disappear for a while.”

It is poignant that cartoons are a more potent political tool in the Middle East than they are in the west. The Turkish-born academic Fatma Müge Göçek, a sociology professor and the editor of Political Cartoons in the Middle East, argues: “In countries where there is no freedom of expression, where to think things that are revolutionary or destabilising is in itself a crime, text is easier to punish. A cartoon has much more legal space within which to define oneself than something you write.”

Russell points out that there is a double jeopardy for cartoonists drawing in non-or pseudo-democratic states: terrorist groups and ruling regimes alike “are equal-opportunity oppressors”, in his eyes. “It just depends who the cartoonist is bothering that day.” 

Anoosh Chakelian is senior writer at the New Statesman.

This article first appeared in the 16 January 2015 issue of the New Statesman, The Jihadis Among Us

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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.