Boris Johnson and the rise of the London mavericks

London has seen a power shift. A new generation is taking the city by storm, snubbing the old ways, and making their presence felt by sheer force of personality.

Personality, and its careful deployment, will get you far in London. Just ask Boris. His dangling from a zip wire while clutching two Union flags had been heralded as a PR triumph even before he had been winched to safety, while the awkwardly staged shot of slacks-and-polo-shirt-clad Cameron watching boxing on TV was an unmitigated publicity disaster. We just didn’t buy it. There is no substitute for being yourself. Our Mayor knows this better than anyone, but he is not alone.

This was the key lesson I learned while producing a documentary about London in collaboration with Sir Christopher Meyer, the former British Ambassador to the US, and the man who was once instructed to “get up the arse of the White House and stay there”. His task with this, his latest television series, Networks of Power, was not dissimilar, although I’d perhaps use a more delicate phrasing: to use all of his diplomatic skill to get under the skin of the top movers and shakers in six cities around the globe. And with Sir Christopher disarming our interviewees with his trademark charm, we really did get to find out what makes them tick.

With each location shoot, a portrait emerged of the city: New York, conformist and inward-looking, yet still laying confident claim to the American dream; Mumbai, teeming, vibrant and optimistic, despite the vast gulf between rich and poor; Moscow, apprehensive about what another six years of Putin will bring; Rome, eternally fascinating but depressed in the grip of economic crisis; Los Angeles, sprawling and image obsessed. Finally turning our attention towards our home city was a daunting task; it seemed so vast, so diverse, so constantly changing, there were so many stories that we could have told, from so many spheres. Our interviewees were a varied bunch, apparently united only in their success in climbing the greasy pole to gain influence in London. But soon other unifying factors emerged: a certain maverick streak, a forceful personality, and a disregard for the established rules.

First, there was Irvine Sellar, the straight-talking former East End market trader and the driving force behind the Shard, who had succeeded where others had failed. He had taken on the heart of the establishment and won, and has now changed London’s skyline for good. Then there was newspaper proprietor Evgeny Lebedev, who could undoubtedly thank his immense family wealth for his new-found sphere of influence. But his honesty was refreshing: yes, he did expect to talk to politicians in return for shelling out millions to turn around a bunch of ailing newspapers, thank you very much. The success of these two individuals is emblematic of a real power shift in London, and a move away from the hide-bound society of old. You won’t find Lebedev in the gentlemen’s clubs of St James. Mainly, he confided, because he has not worn trousers for years and they get all sniffy about jeans.

Our London interviewees all seemed comfortable in their own skins. There were few PR advisers hovering nervously in the sidelines. In other cities, as you might expect when dealing with the great, the good and the immensely wealthy, we were faced with scrupulously media trained individuals, who would smile and dole out the platitudes. In LA Mayor Villaraigosa called upon an assistant to check our shot, presumably to see if it was a suitably flattering angle. India’s richest woman, Nita Ambani tried to sell a sugar-coated vision of her philanthropic works while neatly batting away any suggestion that her 27-storey Mumbai megamansion was anything other than a normal family home.

So it was a relief to meet Louise Mensch, who has made a political career out of straight talking and was in a typically combative mood on the day of filming. Gone, she said, were the days of the polished politician who never puts a foot wrong. And what of the old adage of it’s not what you know, but who you know? “Absolute rubbish”, according to Louise, stating with pride that while she had never belonged to a country set or a city set, she had been part of the road crew for Suicidal Tendencies during a big Guns N’ Roses tour. It was this varied hinterland that she felt had given her the edge in politics. 

Louise then confounded us all by resigning as an MP shortly after our interview. But then, that’s the thing about mavericks, they don’t play by the rules. Few would bet against her coming back to politics, and since resigning she has nearly doubled her Twitter following. That’s real influence.

And then there was Boris. Like the Olympic opening ceremony, he seemed to sum up the character of London itself: quirky, eccentric, a bit bonkers. Arriving for interview brandishing a copy of his latest book, he proceeded to wave it around throughout, proclaiming his mastery of soft power. It’s hard to imagine the Mayor of any other city engaging in such shameless and comedic self-promotion, but we’ve come to expect it from Boris, it seems somehow original, authentic. He attributed his success in the mayoral race to the fact that he had presented himself as something of an outsider, a pirate. That, and his multiple appearances on Have I Got News for You

Maverick he may be, but Boris still remains the very epitome of the establishment, and clearly his Eton and Oxford roots did him no harm, despite his attempt to jokingly brush these off as “natural disadvantages”. So, whether or not you buy into the Boris bumbling, if it is in fact a façade to hide fierce political ambition, there is no doubting that he is playing London’s power game better than any other.

Networks of Power: London will be broadcast on Sky Atlantic HD at 9pm on Tuesday 14 August.

 

Boris stuck on the zip wire.

Kim Lomax is a freelance television producer and director.

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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.