What would Rhodes Boyson make of David Cameron's Conservative Party?

It’s safe to say he would not recognise Cameron's Conservatives.

Sir Rhodes Boyson, who died today at 87, was the archetypal eccentric Tory backbencher for nearly three decades. His mutton-chop sideburns, bald head and narrow squint even gave him the appearance of a Dickensian overseer. That he spoke and seemed to think like one made him the complete package.

Sir Rhodes, a former headmaster, defender of caning, Section 28 and pretty much every other reactionary measure of the age, earned the nickname "Colossus", from that great ironist, the late Norman St. John Stevas.

Nevertheless, it’s safe to say he would not recognise David Cameron’s Conservative Party, a charge many in the party not even of Sir Rhodes’s vintage regularly make. Despite the Tories (sort of) winning the last election, Conservative Britain has failed to bloom; that much is now clear. There is no sense that Cameron has spawned an age of hegemony in the way Thatcher or Blair both did. Even on the deficit, the grip of TINA ("There Is No Alternative") seems to weaken every day, with economic voices deserting the government and a clamour for a change of course – and even of chancellor.

Meanwhile, the NHS reforms, perhaps the government’s most overtly ideological move, puts commissioning of local services into the hands of local GPs. Those same people said to be responsible for a soft line in signing-off patients on to incapacity benefit. It is doubtful Sir Rhodes, who once said that crime had risen in "parallel with the number of social workers," would approve of do-gooding doctors being put in charge.

More traditional Tory fare, in the shape of privatisation and big tax cuts are off the menu for now. Osborne's decision to shave 5p off the top rate of tax did little to promote the popular capitalism that Sir Rhodes approved of. The whispered comparison with Ted Heath’s one-term government swirls around the Prime Minister’s head. Like Heath, Cameron governs a fractious nation hobbled by serious national and international economic problems that show little sign of ending soon. Unlike Heath, he has more voices both inside and outside his party to keep happy; dancing to the Lib Dem’s tune on issues like proportional representation and House of Lords reform, while keeping his belligerent backbenchers happy. It’s not going well.

"It may have been right to create a coalition after the election," warned Tory backbencher Brian Binley yesterday, "but the current set-up isn’t working". The Lib Dems have achieved a level of influence "not remotely justified by the level of their electoral support," he harrumphed. Cameron, he added, needs to act like a Conservative prime minister, not a "chamber-maid". Meanwhile, former Tory environment minister Tim Yeo, hitherto best known for his scandalous resignation from John Major’s government (over what we used to call a "love child") pointedly asked if Cameron was "a man or mouse" for not backing a third runway at Heathrow.

It is doubtful whether Sir Rhodes, a quintessential plain-speaking Lancastrian, would have been quite so insolent. However, like Binley and Yeo, he would have wanted the firm smack of prime ministerial leadership. And not just because he supported corporal punishment.

Kevin Meagher is associate editor of Labour Uncut.

Former Conservative minister Sir Rhodes Boyson, who has died at the age of 87.

Kevin Meagher is associate editor of Labour Uncut and a former special adviser at the Northern Ireland office. 

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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.