Boris's message: if I can run London, I can run Britain

The Mayor cleverly presented his record of governing London as an audition for one day running the country.

Boris Johnson didn’t need to be disloyal to David Cameron in his speech to the Conservative conference today and he wasn’t. He was merely very discourteous. Picking up reports that the Prime Minister had referred to him as a “blonde mop” he repaid the compliment in vigorous back-handed style. Cameron, he said, is a “broom” sweeping up Labour’s mess. George Osborne, he added, is a dustpan.

Johnson knows Cameron well enough to understand that nothing gets under his skin quite like lèse majesté. The informality, picking the Prime Minister out of the crowd, calling him “Dave” and wishing him a happy birthday with a wilful lack of deference will have been exquisitely irritating. The  over-chummy manner of delivery contained a deadly whiff of ridicule. The Mayor of London didn’t attack the Prime Minister on policy but nonetheless found a way to diminish his stature. 

That served the underlying purpose of Johnson’s speech which was to present himself not necessarily as a current rival to Cameron but as his equal nonetheless. The bulk of Boris’s speech was a celebration of his record in running London with an emphasis on economic vibrancy. He talked about creating a “platform for growth” – developing young people’s skills, finding them jobs, developing infrastructure, boosting exports and attracting investment. It was optimistic in tone and ambitious in scope, yet cleverly contained in the Mayor’s own geographical remit.

There can be little doubt what the objective was here. Boris is setting up his record of governing London as an audition for one day running the country. He was rehearsing a celebration of what can be achieved in the capital – both in terms of beating Labour and kick-starting the economy – as a blueprint for how Conservatives should feel more confident about what they can achieve as a national party. (Whether or not his record will ever justify such exuberance is an entirely different matter.)

He said nothing that sounded like an explicit threat to Downing Street and the Prime Minister’s aides affect to be pointedly relaxed about Boris’s ambitions. The Number 10 line is that Johnson will obviously serve his full term as Mayor, by which time the next election will already be decided. If he wants to do something after that – enter parliament or aspire to be leader – it is a matter for future conjecture that is, in political terms, so distant as to be unworthy of further comment.

Privately, Number 10 sources argue that if Cameron wins the next election, he stays on as leader. If he doesn’t he will almost certainly step down and then Boris might or might not engineer a way to make himself a candidate for the succession. Either way, a straight Boris v Dave contest will never happen. Ergo, Johnson is not a threat to Cameron.

It is a plausible argument but one that ignores the slow drip effect on party morale and Prime Ministerial authority of having, in the wings and periodically intruding on stage, an ebullient, popular Tory figurehead who pointedly refuses to genuflect before the leader. At the moment, Downing Street’s approach is to ignore Boris and laugh along through gritted teeth. Before long, Cameron will surely feel the need to find a more active strategy for cutting the London Mayor down to size.

Boris Johnson delivers his speech to the Conservative conference in Birmingham. Photograph: Getty Images.

Rafael Behr is political columnist at the Guardian and former 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.