Personal vendetta above party loyalty

Peter Watt's new book gives further evidence of disunity in Brown's government -- but why now?

Another day, another former Labour insider confessing their true feelings about Gordon Brown . . . and in the process potentially damaging what election hopes there are left for the party.

The Mail on Sunday today dedicates six pages to its first extract from Inside Out: My Story of Betrayal and Cowardice at the Heart of New Labour, a book by the former general secretary of the Labour Party Peter Watt.

Watt discusses the election that never was, claiming that limousines were circling parliament to take MPs on the campaign trail when Brown made a U-turn live on TV.

At this point, stories of disunity at the heart of the Brown administration are nothing new. But, in a fresh spin, Watt draws the International Development Secretary, Douglas Alexander -- who had been mentored and backed by Brown -- into the intrigue. Apparently Alexander said of the election:

The truth is, Peter, we have spent ten years working with this guy, and we don't actually like him. We have always thought that the longer the British public had to get to know him, the less they would like him as well.

Watt quotes him at another point saying:

You'd imagine that after ten years of waiting for this, and ten years complaining about Tony, we would have some idea of what we are going to do, but we don't seem to have any policies. For God's sake, Harriet's helping write the manifesto!

Clearly, there are fundamental and increasingly bitter divisions within New Labour, as last week's failed coup attempt illustrated with painful clarity. I can understand that people might feel desperate to speak out -- or I would understand, had they done so a year ago, or even six months ago. Acting on the cusp of a general election strikes me as showing all the concern for the potential fallout of a toddler smashing its toys in a tantrum. That said, it's worth noting that a poll for the Sunday Telegraph published yesterday showed that Labour, weirdly, had gained a point despite the failed coup.

It makes more sense for Watt to act now than it did for Geoff Hoon and Patricia Hewitt last week: he says he was treated unfairly when he was forced to take the blame for the "Donorgate" scandal and resign, so he obviously wants to inflict maximum damage.

And yet, call me idealistic, but isn't this a little petty? Hoon, Hewitt and Watt are all members of the Labour Party, and were once at the very centre of it. With a general election in the offing, is a personal vendetta against Gordon Brown really more important than salvaging that election?

 

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Samira Shackle is a freelance journalist, who tweets @samirashackle. She was formerly a staff writer for 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.