Could Galloway return to Labour?

We know he wants to rejoin Labour. But does the party want him back?

The tears and anguish in Bethnal Green & Bow in the early hours of 7 May 2005, when Oona King lost to George Galloway by 800 votes, were very different to the pale expressions of shock in Bradford, as Imran Hussein walked out of the count to disappear back into obscurity.  In east London, Galloway won by exploiting divisions. In Bradford he won by offering entertainment, and stimulating a constituency where voters felt taken for granted.

At the time of Oona’s loss, I was chair of Bow Labour. I saw the Respect Party born through a coalition of Godless communists and religious fundamentalists. It was always doomed to division and that came in the council elections the following year. I created what became our mantra: “Vote for us, or you get Galloway!” The white working class obliged. Respect did gain 11 council seats, but they were all Bangladeshi candidates, none of the SWP people were elected.

This was when Galloway started to complain about the tiresome village politics of the Bangladeshis. This is when he began to miss being a member of the Labour Party. From then on, he started to look around for some way, anyway, to get back into Labour, but every effort eluded him, until Bradford.

Today he doesn't speak of rejoining Labour, but his actions do. He used to call for the death penalty for Tony Blair. Today, if he disagrees with Labour policy, he doesn’t make personal attacks. This isn’t just since the election, but during the election also. He is actively behaving himself. The £200k salary from a sports radio slot doesn’t compare to the buzz of parliament. George doesn’t want that buzz to come to an end in May 2014, nor does he want the uncertainty and the hard work of trying to win somewhere else.  

So what role could George Galloway have back in the Labour Party? There can be no question of George occupying a position in the Foreign Office. The salute to Saddam Hussein will never be forgotten. It’s difficult to imagine him occupying any ministry. The use for him is that he entertains us. Politics is often a boring subject. We hear the politicians make the same old arguments time and again. George fires things up. He is a character.

But do we really want the media to invite George onto TV panels as “The Labour bloke” at the expense of a senior Labour politician, especially when we don’t know what he’s going to say? He might be behaving himself now, but once he’s been accepted back into the party, there’s no saying what he’ll decide to do.

A return for George is more likely through real-politick than rational consideration. It is likely that this coalition will end with the Rat-Run Scenario. Once we get close to the election the Lib Dems will split along Labour/Tory lines and the government will survive on a wafer majority. We’ll be back to the days of sick MPs being brought in to vote on stretchers. At that point George Galloway becomes powerful, because he has a vote. 

The problem with that idea is that Labour won’t leave it till so late to decide what to do about this seat. By the time the coalition runs for the hills, Bradford West will have a Labour candidate. If it’s not George then whoever it is will not step aside for anyone. So it’s unlikely that the national party will have anything much to do with it. It will be for the 400 members of Bradford West to decide. How will that play out?

Imran Hussein is unlikely to remain as candidate. He made a fundamental mistake by ignoring Galloway and it’s unlikely that his party believe he can win in two years. A fresh face will be needed. The question is whether there is anyone who can take on Galloway and win this seat back. If it is the case that Imran Hussein was the best candidate that this constituency could produce, then George Galloway will be laughing.

Dan McCurry is a photographer in east London and a Labour activist. He is a former chair of the Bow Labour Party.

Galloway doesn't speak of rejoining Labour, but his actions do. Photograph: Getty Images.

Dan McCurry  is a photographer in east London and a Labour activist. He is a former chair of the Bow Labour Party.

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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.

***

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.