A leader for the Greens?

Considering some fundamental changes to the way the Green Party is run

Today was a big day for navel gazing at Green Party conference – organisational motions were discussed, but one in particular was more exciting than most. I have described before my role as 'Principal Speaker' for the Green Party, and why we don't have a single figurehead or a rigid hierarchical structure, but a pair (male and female) of principal spokespeople. This is what attracts a lot of people to the Greens, but is also something of a barrier to communicating with people who want party reps to have more conventional titles. I come up against this all the time, and invariably find myself using up valuable broadcast time explaining the curious way I have to be described.

For many years, motions to adopt the title 'leaders' or perhaps 'co-leaders' for our spokespeople have been a regular feature of conference. They always fail to pass, but recent votes have often achieved a majority in conference, although not the two-thirds majority needed for a constitutional change.

As a result, this year, a different kind of motion was discussed. Instead of asking conference for a decision on the issue, the motion set out various changes to the constitution - including creating posts for a Leader and Deputy (or alternatively two co-leaders if a pair of candidates wanted to stand as a team) - that would instead be put out for a full ballot of all our members later this year.

As you can imagine, on such a philosophical question, passions within the Greens run pretty high on both sides of the argument, with some people frustrated we didn't take this step 20 years ago when it was first proposed, and others convinced that we should continue to emphasise our differences with the other parties and maintain the flat leadership structure we currently have. I've always been a bit torn on this. I maintain a huge fondness for the idea of having 'Co-Leaders' instead of just one figurehead, as I think that achieves some of both sides' objectives. However, I thought the motion was quite a reasonable one to vote on, and I am very keen to see the matter decided one way or the other at last so we can spend our energies doing more of what we're supposed to do – get elected.

Anyway, to continue the fascinating tale of our internal debate for a while, today's two sessions on the motion were not what I expected. There were many, many amendments submitted (changing a whole section of our constitution was never going to be simple), suggesting changes such as lengthening the timetable for the referendum, setting longer minimum membership periods for leadership candidates, making them paid or unpaid posts, and proposing different lengths of terms and different methods of recall.

Despite the contentiousness, I was delighted that discussion was so constructive. Lots of amendments were simply accepted by the proposers, others were voted in after strong speeches from members that convinced large numbers of people on the floor to change their minds, and in the end we agreed by a relatively comfortable majority to put the amended motion out for ballot.

So, what happens now? A big debate over the next six months, followed by a vote. This won't be anything like one of Tony Blair's 'big conversations'. Every local party has people on both sides of this issue and there will be lots of strong, intelligent banter going on, which will result in every member having their say.

These small insights into conference are probably not very interesting to anyone who doesn't belong to a political party. But, given the fact that the potential change in structure will mainly affect how people outside the party regard us, I'd be really interested in the views of non-members – so please do comment!

Meanwhile, I'm actually more concerned about getting my own big idea of standing a candidate in every constituency at the next general election off the ground. It's not just me thinking that a full slate is an achievable 'good plan', and there are tons of practical as well as political reasons why we should (not least the chance that any state funding of political parties coming out of the Phillips review may depend on votes cast at the next general election). I made this the main point of my keynote address to the party this morning – my first as Principal Speaker – terrifying but it went down well I thought. Any members like to comment on it?

Sian Berry lives in Kentish Town and was previously a principal speaker and campaigns co-ordinator for the Green Party. She was also their London mayoral candidate in 2008. She works as a writer and is a founder of the Alliance Against Urban 4x4s
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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.