This wasn't the speech Clegg needed

The Lib Dem leader offered little to reassure his anxious party.

Addressing a party that has lost more than half of its support since the election, a quarter of its membership and hundreds of its councillors, perhaps it's not surprising that Nick Clegg felt the need to reassure the Lib Dems that they would, at least, still exist by the time of the next election. "If we secure our country's future, we will secure our own," he cried, suggesting that extinction was not an unthinkable outcome.

The big policy announcement was that he would block any reduction in the 45p tax rate. While he "conceded" the cut from 50p to 45p, Clegg declared that all future tax cuts must pass "one clear test": "do they help people on low and middle incomes get by and get on?" The problem with this argument is that it applies equally well to the original cut. Why is it only now, after the government has handed 14,000 millionaires a £40,000 tax cut, that Clegg discovers his progressive soul and insists any measures must benefit lower earners? With the exception of one token reference to taxing "unearned wealth", we also heard nothing about the new "wealth tax" he had previously spoken of.

For much of the speech, which was short by recent standards, it was what Clegg didn't say that was most notable. There was no mention of the NHS (perhaps understandably), nothing on constitutional reform (the Alternative Vote and House of Lords reform having been defeated) and nothing on welfare. It is some indication of Clegg's standing in the party that the biggest cheer came when he announced that a former leader, Paddy Ashdown, would chair the party's 2015 election campaign.

Today, Clegg needed to reassure anxious activists that he has a plan to avoid a disastrous defeat at that election. In that task, he singularly failed. His voice rising with anger, the Deputy PM declared that "it was Labour who plunged us into austerity and it is we, the Liberal Democrats, who will get us out." But the failure of the coalition's strategy to deliver growth (indeed, its success in delivering recession) means there is no end in sight for austerity. "Let's go for it!," he rather limply ended. But few, one sensed, were prepared to follow him.

Nick Clegg gives his keynote speech to the Liberal Democrat conference in Brighton. 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.