Leader: Netanyahu risks condemning Israel to perpetual war

Despite the latest ceasefire, there is no way clear to peace. And there is no military solution to the Israeli-Palestinian conflict.

In the days following Israel’s assassination of the Hamas military commander Ahmed al-Jabari, history appeared to be repeating itself in the Middle East. As in 2008, when Operation Cast Lead was launched, Israel seemed poised to mount a ground invasion of the Gaza Strip, with huge civilian casualties certain to result. The Israeli interior minister, Eliyahu Yishai, spoke of sending Gaza “back to the Middle Ages”. No less chillingly, Hamas’s armed wing, the al-Qassam Brigades, served notice of its intention to resume suicide bombings in Israel. “We’ve missed the suicide attacks. Expect us soon at bus stations and in cafés,” it declared in a propaganda video. That, at the time of going to press, both sides have pulled back from the brink is due largely to the efforts of the Egyptian president, Mohammed Morsi, who has shown himself to be a pragmatic figure capable of exerting leverage over both Israel and Hamas.

The past week’s events have proved, once again, that there is no military solution to the Israeli-Palestinian conflict. The acknowledgement that Israel has the right to defend itself should not preclude criticism of its actions. As the former foreign secretary David Miliband has observed: “Self-defence is not the same as smart defence.” Rather than weakening Hamas, the assault on Gaza, which has killed more than 135 Palestinians, an estimated half of them civilians, has strengthened it. The Islamist group has enhanced its claim to be the pre-eminent defender of the Palestinian cause. At the same time, the attacks have further marginalised the Palestinian Authority, Israel’s ostensible negotiating partner, which has been reduced to the role of a helpless bystander.

That there have been mercifully few Israeli casualties has more to do with Hamas’s limited weaponry and Israel’s Iron Dome missile defence system than it does with any restraint on the Palestinian group’s part. Yet although nothing justifies the rocket attacks on Israel, one cannot ignore the context in which they take place. Since Hamas assumed administrative control of Gaza in 2006, Israel has maintained a draconian and illegal blockade of the strip which has immiserated its 1.7 million residents, 80 per cent of whom are dependent on humanitarian aid.

It was no coincidence that Operation Pillar of Defence was launched as the Palestinians prepared to seek observer status at the United Nations through a vote in the General Assembly on 29 November. Avigdor Lieberman – the Israeli foreign minister and leader of the ultra-nationalist Yisrael Beiteinu, which has recently merged with Likud, the party led by the Israeli prime minister, Binyamin Netanyahu – has claimed that the Palestinians will be “destroying the chances of peace talks” if they pursue their campaign for UN recognition.

Yet, through its own actions, Israel has already come close to doing so. In defiance of the UN, the US and the EU, the Likud-led government has continued to expand settlements in the West Bank and East Jerusalem, to the point where there are now more than 550,000 settlers, controlling 42 per cent of the land and representing nearly 10 per cent of the Israeli Jewish population. With every new settlement that is constructed, the possibility of a viable Palestinian state recedes further.

Mr Netanyahu will use the strength of Hamas, which does not recognise Israel, and the weakness of the Palestinian Authority, which does, to argue that he has no “partner for peace”. He would be careless to do so. Israel’s ultimate security depends on the establishment of a Palestinian state, based on the 1967 borders and with East Jerusalem as its capital, and a just settlement for refugees. Should Mr Netanyahu continue to obstruct any progress towards this goal, he will condemn his country to perpetual war.

A Palestinian mourns the death of a relative. Photo: Getty

This article first appeared in the 26 November 2012 issue of the New Statesman, What is Israel thinking?

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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.