The questions that must be answered over the unpaid stewards

Is the Work Programme fit for purpose?

As this Bank Holiday weekend drew to a soggy close, the story begun to emerge of how 80 unemployed people from Bristol, Bath and Plymouth were bussed to London to "work" as stewards for Sunday’s Diamond Jubilee river pageant.

Fifty of them were on "apprenticeships" and would be paid £2.80 an hour. The rest were on the Government’s Work Programme, and they’d been led to believe by Close Protection UK, the company they were providing stewarding services for, that they’d be paid for the work. Some had even signed off in anticipation. But then Tomorrow’s People, the charity running the Work Programme in their area, told them it was ‘work experience’ and they wouldn’t be paid. Some of them didn’t find this out until they boarded the coach to London, with the tents and sleeping bags they’d been told to bring with them. They arrived in London at 3am Sunday morning, and were left by the roadside. 20 minutes later they were shown under London Bridge and told that’s where they could camp until their shifts began at 5.30am. But they couldn’t pitch their tents on the concrete and it was too cold and wet to sleep. Their "work experience" consisted of standing for hours in the pouring rain, shivering in the inadequate clothing provided, doing virtually nothing as they’d not really been told what to do. A marked contrast to the splendour of the pageantry itself.

The director of Close Protection, Mary Prince, by the way, initially said that the "London Bridge" was a mistake, that the coaches shouldn’t have driven off and left them there. But in that case, why were they told to bring tents? And what were the drivers supposed to have done with them? Mary Prince also said that the only people who weren’t paid were ‘the ones who didn’t want to be paid’ because they’d lose their benefits.

The steward I spoke to yesterday had been on the Work Programme with Tomorrow’s People for a year, but apart from occasional sessions with an adviser (she’s on her third, as they keep leaving) ‘nothing had happened’ until March this year when she was put on the NVQ Level 2 in stewarding. She’d already done a stint of unpaid work experience in late March. I don’t think she was much impressed by the quality of training but she’d stuck with it, hoping to get paid work. Close Protection had said they’d pay the jubilee stewards £450, and it would lead to well-paid stewarding work at the Olympics. But she ended up calling home in tears and being rescued by a relative, after 36 hours without sleep, soaking wet and without being paid a penny for it.

Those are the basic facts that I’ve been told, and that have been reported in the Guardian and on a blog by Eddie Gillard, but the real questions remain to be answered. Here are just some of them.

Is the Work Programme fit for purpose? Is it actually providing training and work experience that will equip people for the world of work, and if not, what is the DWP actually paying  charities such as Tomorrow’s People to do? What monitoring is there of the Work Programme; what scrutiny of its outcomes? Where do you draw the line between giving people work experience they would otherwise not have had, and exploiting them as cheap or unpaid labour? Are these real apprenticeships? (Polly Toynbee among others has written about how this government’s much vaunted apprenticeships are simply rebadged Train to Gain or other lesser schemes, and not what would have in the past have been regarded as proper apprentice training).

What was the relationship between Tomorrow’s People and Close Protection UK? £1.5 million was allocated to pay for security at the jubilee pageant. How much of this went to Close Protection UK? How much, if any, went to Tomorrow’s People or wasn’t it a financial arrangement? When Close Protection UK were awarded the stewarding contract, was this on the basis that they’d use unpaid labour (and if so, were the organisers happy with this?) Or were the organisers led to believe that the stewards would be paid, and the contract price fixed accordingly?

Interestingly Close Protection UK says on its website, specifically under ‘Event Staff’: “Here at CPUK we pride ourselves on our reputation within the industry and therefore only provide the best and most competent event staff. All of our staff are trained to NVQ Level 2 in spectator safety (supervisors trained to Level 3) and all are SIA licensed in door supervision.”

The steward I spoke to hasn’t yet got her NVQ Level 2 (and doesn’t know if she will now, having walked out on the jubilee ‘training’). Some on the coach to London had got their SIA licence, but others hadn’t. So did Close Protection lead the pageant organisers to believe they were hiring – and paying for - ‘the best and most competent’?

Questions are also being asked about the security implications of hiring unqualified inexperienced staff for such a high profile occasion, by Lord Prescott, who has written to the Home Secretary, and my Labour colleague Bill Esterson who has tabled some written parliamentary questions. John Prescott has asked Theresa May to investigate whether Close Protection UK has broken the Security Industry Authority’s approved contractor status terms, including its ‘fit and proper person’ criteria, and whether it should still be allowed to provide stewarding services at the Olympics.

There are also concerns about the financial standing of Close Protection UK, whose net worth is currently shown by Companies House at £-185,861. The director Mary Prince has dissolved another six companies in the last six years.

Over the coming days more will be revealed, no doubt. I hope this triggers a wider debate about the use of workfare and Work Programme participants on "work experience" as a substitute for paid labour, and the exploitation of the scheme by companies who could and should pay a decent wage instead. Not to mention the exploitation of the "volunteers" who live in fear of being sanctioned or refused paid work if they turn down such opportunities. We also need to ‘follow the money’. Who was paid what, and what for, and why weren’t more questions asked about who and what and why? Watch this space, as they say.

Kerry McCarthy is the Labour MP for Bristol East and shadow foreign minister.

Rowboats sail towards Tower Bridge during the Thames Diamond Jubilee Pageant on the River Thames in London. Photograph: Getty Images.

Kerry McCarthy is the Labour MP for Bristol East and the shadow foreign minister.

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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.