My take on last night’s Question Time

Is the new government targeting the BBC’s main discussion programmes?

Two weeks on from my own controversial appearance on Question Time, I've just caught up on last night's edition, with Alastair Campbell, John Redwood, Max Hastings, Susan Kramer and Piers Morgan. Yet again, hilariously, the coalition failed to put up a minister on the BBC's live, flagship news and current affairs programme, watched by millions of people each week.

So far, since the formation of the new government and the advent of the "new politics", there have been three editions of QT. In the first (on which I appeared), the Tories and the Lib Dems refused to provide a minister, so the programme-makers turned to the former Conservative deputy PM Michael Heseltine and the backbench Lib Dem MP Simon Hughes (who, to be fair, did a not-bad job defending a coalition he so obviously has private doubts about).

In the second, the coalition decided to put up a big-hitter, the new Home Secretary, Theresa May. Hoorah! But last night's QT saw Redwood and Kramer (Tory backbencher and former Lib Dem MP, respectively) representing and defending the Con-Dem government, which refused to put up a minister allegedly because Alastair Campbell happened to be the BBC's designated Labour Party representative. (Can you imagine what a boost that must have been for Ali C's ego? Isn't the idea that the government of the country is running scared from him, a mere spin doctor, both hilarious and bizarre?)

From Media Guardian:

The BBC has accused the government of political interference after it refused to provide a ministerial guest for Question Time unless Alastair Campbell was removed as a panellist.

BBC executives said they rejected the demand and tonight's show went out without a representative from the coalition government.

Gavin Allen, the show's executive editor, posted a blog on the BBC website saying No 10 had insisted that Tony Blair's former director of communications was replaced by a shadow cabinet member.

"Very obviously we refused," Allen wrote, "and as a result no minister appeared, meaning that the government was not represented on the country's most-watched political programme in Queen's Speech week -- one of the most important moments in the parliamentary calendar."

It is understood that the cabinet minister originally pencilled in to appear was David Laws, the Chief Secretary to the Treasury.

I can reveal that David Laws had also been approached by the BBC two weeks ago, to appear on the first post-coalition QT, but had refused to appear -- so this is the second time he has avoided being on the panel. (And I have to confess I laughed out loud when Campbell pulled out a framed picture of the Chief Secretary to the Treasury, saying: "There's the man who should have been here . . . no bottle, new Bond villain." It was almost reminiscent of the Have I Got News For You "tub of lard" incident involving Roy Hattersley.)

I can also reveal that senior BBC sources believe the government is deliberately targeting their main panel programmes. One source tells me: "Downing Street has made it very clear to us that they have a problem with Question Time and Any Questions?."

So it's difficult to disagree with the shadow culture secretary, Ben Bradshaw:

It's extraordinary that in the week of its first Queen's Speech the government refused to put up a cabinet minister to explain its policies on Question Time because Alastair Campbell was appearing.

This curious decision comes in a week which has seen major government announcements on cuts, the Queen's Speech and welfare either leaked to the press or announced outside the scrutiny of parliament.

Along with their plans to pack the Lords with new Tory and Liberal peers and the dodgy 55 per cent rule, the coalition's talk of new politics sounds more and more like the politics of a dim and distant past.

 

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.

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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.