Labour's new prawn cocktail offensive

Miliband's drive to recruit business people as party candidates has raised some eyebrows.

In one of his most pointed interventions since leaving office, Tony Blair warned Labour MPs earlier this year that the party could not afford to "go into the next election without the support of a single CEO from a big company" as it did in 2010. Ed Miliband, who appeared with Blair at a party fundraiser last week, seems to have been listening.

At Labour's annual business reception tonight (in the rarefied surroundings of the Chartered Accountants' Hall in the City of London), Miliband will announce a new drive to recruit business people as parliamentary candidates. The Future Candidates Programme will offer mentoring for those who want to go from business into politics. According to the party, applicants do not need to be Labour Party members but "should share Labour values" and "be willing to join if selected to take part in the programme".

The decision to waive the requirement that one be a Labour member has already caused some to raise a sceptical eyebrow. Labour List's Mark Ferguson notes that "Joining a party to become a candidate isn’t necessarily the best way to get the best MPs and councillors…".

Of the programme, Chuka Umunna, the shadow business secretary, said:

Not only do we want more people setting up businesses, leading businesses and working in businesses, we want more people from the world of business in our ranks - from our councillors to our MPs. There are some already: like our MPs in the shadow Business team; all of whom have set up and run businesses or worked for business, but we need more.

We know many people who go into business share our values: hard work, contributing to society, creating something from nothing, creating jobs, creating value. This is why we want to bolster the number of people from business in our ranks and from different walks of business life – from entrepreneurs to engineers, manufacturers to media marketers, architects to analysts, retailers to recruiters.

In a similar spirit, Umunna used his summer reception at Adam Street last night to announce a new campaign to save the private members' club, which is threatened with conversion into luxury flats. It was, he said, an important networking venue for business people and entrepreneurs.

What of the need to recruit more working class candidates, you may ask. Well, the two aims are not mutually exclusive - Labour can recruit working class business people - and Jon Trickett, the shadow cabinet office minister, recently launched a new programme to increase the number of working class candidates. All the same, some will note that that launch received considerably less promotion than today's. Where was the reception for working class applicants? (Miliband's appearance at the Durham miners' gala notwithstanding). And if business people are not expected to be existing Labour members, why should anyone be? Those are some of the questions Miliband and co will need to answer.

Ed Miliband will offer business people who are not Labour members the chance to become parliamentary candidates. Photograph: Getty Images.

George Eaton is political editor of the New Statesman.

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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.