The sorry truth is that the virus of anti-Semitism has infected the British Muslim community

It's a shameful fact that Muslims are not only the victims of racial and religious prejudice but purveyors of it, too.

If tomorrow, God forbid, I were to cause the death of an innocent man with my car, minutes after sending a series of texts on my mobile phone, I’m guessing I’d spend the rest of my life riddled with guilt. What I wouldn’t do is go on television and lay the blame for my subsequent 12-week imprisonment at the door of . . . wait for it . . . the Jews. Yet that’s what the Labour peer Nazir Ahmed did in April 2012 – less than five years after causing a car crash on the M1 in which Martin Gombar, aged 28, was killed.

“My case became more critical because I went to Gaza to support Palestinians,” he says to his Pakistani interviewer in Urdu, in a video recording obtained by the Times. “My Jewish friends who own newspapers and TV channels opposed this.” The judge who put him behind bars, Lord Ahmed claims, was appointed to the high court after helping a “Jewish colleague” of Tony Blair’s during “an important case”.

To claim that your jail sentence for dangerous driving is the result of a Jewish plot is bigoted and stupid. The peer has since been suspended from the Labour Party and forced to stand down as a trustee of the Joseph Interfaith Foundation. I’m not sure how many “Jewish friends” he has left – if, that is, he had any to begin with.

Full disclosure: I know Lord Ahmed and have defended him in the past. In 2007, he flew out to Sudan to help free the schoolteacher Gillian Gibbons from the clutches of the odious Islamist regime in Khartoum. In 2009, an Appeal Court judge noted how the peer had “risked his life trying to flag down other vehicles to stop them colliding with . . . his car”. He is not a latter-day Goebbels. But herein lies the problem. There are thousands of Lord Ahmeds out there: mild-mannered and well-integrated British Muslims who nevertheless harbour deeply anti-Semitic views.

It pains me to have to admit this but anti-Semitism isn’t just tolerated in some sections of the British Muslim community; it’s routine and commonplace. Any Muslims reading this article – if they are honest with themselves – will know instantly what I am referring to. It’s our dirty little secret. You could call it the banality of Muslim anti-Semitism.

I can’t keep count of the number of Muslims I have come across – from close friends and relatives to perfect strangers – for whom weird and wacky anti-Semitic conspiracy theories are the default explanation for a range of national and international events. Who killed Diana and Dodi? The Mossad, say many Muslims. They didn’t want the British heir to the throne having an Arab stepfather. What about 9/11? Definitely those damn Yehudis. I mean, why else were 4,000 Jews in New York told to stay home from work on the morning of 11 September 2001? How about the financial crisis? Er, Jewish bankers. Obviously. Oh, and the Holocaust? Don’t be silly. Never happened.

Growing up, I always assumed that this obsession with “the Jews” was a hallmark of the “first-generation” immigrants from the subcontinent. In recent years, I’ve been depressed to discover that there are plenty of “second-generation” Muslim youths, born and bred in multiracial Britain, who have drunk the anti-Semitic Kool-Aid. I’m often attacked by them for working in the “Jewish owned media”.

The truth is that the virus of anti-Semitism has infected members of the British Muslim community, both young and old. No, the ongoing Israel-Palestine conflict hasn’t helped matters. But this goes beyond the Middle East. How else to explain why British Pakistanis are so often the most ardent advocates of anti-Semitic conspiracies, even though there are so few Jews living in Pakistan?

It is sheer hypocrisy for Muslims to complain of Islamophobia in every nook and cranny of British public life, to denounce the newspapers for running Muslim-baiting headlines, and yet ignore the rampant anti-Semitism in our own backyard. We cannot credibly fight Islamophobia while making excuses for Judaeophobia.

To be honest, I’ve always been reluctant to write a column such as this. To accuse my fellow Muslims of being soft on the scourge of anti-Semitism isn’t easy; I feel as if I am “dobbing in” the community, telling tales to the non-Muslim teacher. Nor do I particularly want to assist the English Defence League in its relentless campaign to demonise all Muslims, everywhere, as extremists and bigots.

We aren’t. And we’re not all anti-Semites. But, as a community, we do have a “Jewish problem”. There is no point pretending otherwise. That Bradford’s Council for Mosques has been campaigning to save the city’s last remaining synagogue from closure doesn’t change the fact that thousands of British Muslims will have been nodding in agreement as they read Lord Ahmed’s comments about Jewish power and influence – or will have assumed that the Times scoop is evidence in its own right of a “Zionist plot” against the peer. Oh, and I’m well aware that this column will also be held up by some of my fellow Muslims as “proof” that “Mehdi Hasan has sold out to the Jews”.

I only hope and pray that Lord Ahmed’s comments will act as a wake-up call to Britain’s moderate Muslim majority. The time has come for us to own up to a rather shameful fact: Muslims are not only the victims of racial and religious prejudice but purveyors of it, too.

In 2011 Baroness Warsi, the then Conservative Party chairman, said that Islamophobia has “passed the dinner-table test” in polite British society. I agree with her, but what she omitted to mention, and what we Muslims must now admit, is that anti-Semitism passed the dinner-table test in polite British Muslim society long ago.

Mehdi Hasan is a contributing writer for the New Statesman and the political director of the Huffington Post UK, where this column is crossposted 

Mehdi Hasan is a contributing writer for the New Statesman and the co-author of Ed: The Milibands and the Making of a Labour Leader. He was the New Statesman's senior editor (politics) from 2009-12.

This article first appeared in the 25 March 2013 issue of the New Statesman, After God

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.