Jeremy Hunt has no evidence for his abortion stance

Health Secretary says 24-week limit should be halved to 12 weeks. But where's his evidence?

Jeremy Hunt appears intent on proving as controversial in his new job as he did in his old one. In his first newspaper interview since becoming Health Secretary, Hunt declares his support for halving the legal time limit for women to have abortions, from 24 weeks to 12. He tells the Times (£):

I'm not someone who thinks that abortion should be made illegal. Everyone looks at the evidence and comes to a view about when that moment is and my own view is that 12 weeks is the right point for it.

It’s just my view about that incredibly difficult question about the moment that we should deem life to start. I don’t think the reason I have that view is for religious reasons.

Hunt voted in favour of a 12-week limit in 2008, so this isn't the first time he's expressed his views on the subject, but his promotion to Health Secretary means they have taken on a new significance. Downing Street has emphasised that Hunt was expressing a personal view and that it has no plans to change the current law, something that would require a free vote by MPs. But at the very least, Hunt's status as Health Secretary affords him a powerful platform to argue for a lower limit and, upsetting the Tories' pre-conference preparations, he has chosen to do so.

In response, health professionals have warned that a 12-week limit would effectively end testing for conditions such as Down’s syndrome and force women into having terminations before they are ready. Just eight per cent of abortions currently take place after 12 weeks.  Kate Guthrie, spokeswoman for the Royal College of Obstetricians and Gynaecologists, told the Times:

If everybody had to have abortions by 12 weeks, my worry would be that women would be rushed into making decisions: ‘I have to have an abortion now or I can’t have one.’ That’s an absolute shocker. You will absolutely create mental health problems if you start dragooning women into making decisions before they have to.

The paper's columnist Alice Thomson points out (£):

The vast majority of those whose abortions take place after 12 weeks have a good reason for the delay and are the most complicated cases. It’s the women who have abortions before 12 weeks who tend to be more likely to be using abortion as a lazy contraception. The cases after 12 weeks tend to be young girls who didn’t realise they were pregnant or suspected that they were but were too afraid to discuss it, or women in their late 40s who believed they were menopausal and are worried about the risks of late motherhood.

One searches in vain for any consideration of these points by Hunt or any "evidence" in favour of a 12-week limit. The Health Secretary is entitled to his views - would we rather he concealed them? - but he will be judged accordingly.

Health Secretary Jeremy Hunt said "my own view is that 12 weeks is the right point for it". 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.