How many actual Tories will there be at the Conservative conference?

Andrew Mitchell has his own reasons for staying away, but plenty of other Tories see little purpose in attending.

It is mildly ludicrous that Andrew Mitchell, the chief whip and alleged verbal abuser of police officers, won't be attending his party's annual conference next week. And yet it is not that surprising. He might indeed cause a "distraction" from the business at hand - his excuse for bunking off - and he doesn't have a departmental brief, so he doesn't need to make a speech. So the calculation for Mitchell personally is fairly simple: why bother?

A problem for the Conservative party is that he is not alone in thinking that. Tory MPs have been grumbling more or less openly about their conference and wondering aloud whether or not to show up. The complaint is a familiar one: the whole show is run by and for the benefit of David Cameron's clique; only the favoured, Osborne-groomed ministers will be allowed near a platform or microphone; the whole jamboree is really just an excuse to gouge money from corporate public affairs budgets. (Conferences are very lucrative for governing parties as they hoover up lobbyist cash.)

The same gripes can be heard on the periphery of the Labour and Lib Dem gatherings but in my experience it is the Conservative one that has been most dramatically hollowed out in recent years. (The Lib Dems have a residue of actual democracy at theirs, which makes it worthwhile for members to go and Labour numbers are bolstered by unions, which are a better at mobilising numbers than Conservative associations.)

More seasoned hacks than me were shocked last year by the absence of ordinary delegates at the Tory gathering in Manchester. Senior figures in the party were also alarmed by the sight of empty chairs in the hall when David Cameron gave his keynote address.

Cameron's leadership has accelerated the decline in grassroots participation in the conference. That was inevitable given the way the "modernisers" around the leadership sought to define themselves in explicit contrast with much of what the party had once appeared to represent. The battle-scarred infantry of the Tory wilderness years didn't exactly take kindly to the appearance of a pomaded young cavalry officer riding in and telling them their campaign medals were worth nothing and that their only hope was to march behind him to victory. (They followed him for want of a better plan and never forgave him when victory still proved elusive.) Coalition also means that ordinary Tory activists don't feel ownership of the government's programme. Lib Dems can at least cheer the basic fact of being in power; Tories can only mourn the fact that their power is diluted.

There was a peculiar atmosphere around those early Cameroon conferences. Pushy twenty-something aides and wannabe apparatchiks - barely distinguishable in appearance from their New Labour counterparts a decade earlier - darted around bewildered old gents in navy blazers and regimental ties. The apparatchiks are now ministerial bag-carriers, MPs - or in some cases ministers. The old gents are more likely to make the journey to a Ukip conference than a Tory one. It will be interesting to see how many local association Conservatives come to Birmingham next week.

A final thought on this subject. Ed Miliband has been criticised for failing adequately to challenge his party in Manchester last week. The allegation of tummy-tickling and comfort-zone-coddling is not unfair. As I wrote in my column this week, the specific claim that Miliband entirely ignores the deficit is wrong; the charge that he has yet to offer any practical mechanism for delivering better public services and reversing inequality when there is no money spare is closer to the mark.

It is certainly true that Miliband doesn't deliberately antagonise his party. This is a strategic choice he has made. He has had a look at the way Tony Blair used conflict with "old" Labour and Cameron has used "modernisation"as the device for grabbing public attention and defining themselves as leaders - and concluded that it is not a path worth pursuing. Why? Because it sows the seeds of division and future rebellion, corroding a base of support that is essential to sustain a long-term political project. Cameron must now deeply regret not securing a clearer mandate inside his party for the kind of changes he claimed he wanted to make.

The obvious downside to the Miliband approach is that it looks like weakness - leading in fear of alienating the most tribal element in the party which, by definition, makes it harder to reach across to swing voters. Miliband's "one nation" pitch is an attempt to hold the allegiance of the Labour faithful and extend an invitation to people who naturally support other parties. No wonder it is vague on policy.

There is every reason to think it can't work. Eventually, Miliband will have to confront sections of his party if he is serious about running public services on tighter budgets. There is no denying that Labour unity has been bought with evasion, or at the very least deferral, of some tough choices. But it is worth noting too that the much advertised alternative is over-rated. That is the macho confrontation with the party to prove that everything is changing and that the leader is something rather new and special. It is an approach that worked for a couple of years for David Cameron. It is also the approach that means his disloyal MPs don't feel like showing up to their own annual conference. (And the chief whip won't be there to chide any troublemakers who do go.)

Miliband is aiming for something else: defining his political project not by the dismay of Labour members but through their acclamation. Can it be done? Parties these days seem so marginalised and tribal compared to the rest of society that it seems hard to believe he can pull it off. It will certainly be fascinating to watch him try.

Tory MPs complain that the conference is "run by and for the benefit of David Cameron's clique". 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.