Boris Johnson and the Met

Boris has never missed an opportunity to dismiss legitimate criticisms of the police and to defend t

Two years ago, Boris Johnson's Policing Deputy declared that he and Boris had their "hands on the tiller" of the Metropolitan Police.

No longer would The Met be obsessed with managing media relations, he told the Guardian. No longer would they be obsessed with fighting headlines rather than fighting crime.

And yet on the very next day, another one of Boris's Deputy Mayors was charged with five counts of fraud.

Unable to keep his own deputy mayor's hands off the City Hall credit card, it is not surprising that Boris has also failed to get his hands around the far trickier problems at Scotland Yard.

Since then the Met has continued to blunder on from crisis to crisis, and since then Boris has actually loosened his shaky hold on the force.

Despite his election promise to exert greater power over the Met, Boris soon resigned his Chairmanship of the Metropolitan Police Authority, and handed it over to a man whose main crime-fighting concern so far has been to tell Londoners which breeds of dog they should own.

From the controversial policing of recent protests, to the abysmal investigation into phone hacking, Boris has never missed an opportunity to dismiss legitimate criticisms of the police, and to defend those that now look indefensible.

In the London Assembly and in his £250k Telegraph column, Boris described the phone hacking story as "a load of codswallop cooked up by the Labour Party," a "song and dance about nothing" and persuaded his readers that celebrities actually wanted their phones to be hacked.

Claims about phone hacking had, he told us, been "substantially investigated" and he was therefore "completely satisfied" that the Met had done a good job.

It is not clear whether Boris's dismissals were simply the "extraordinary and unwise" actions of a partisan politicians or whether they were informed by darker memories of his own time as a journalist.

But what is now clear is that the Met actually did the worst of all possible jobs investigating criminal activities at the News of the World. And even now as the second police commissioner in three years steps down, Boris is still pretending that any problems are merely superficial and the fault of at most a handful of corrupt officers.

Now with Sir Paul Stephenson gone there is an opportunity for somebody to finally get a steady hand on the shaky tiller of the Metropolitan Police.

But whoever the Home Office finds to do the job, Boris Johnson is somebody whose tiller-holding advice they can clearly manage to do without.

 

Adam Bienkov is a journalist and blogger covering London Politics. He writes a regular column and blog for Snipe London Magazine.

Adam Bienkov is a blogger and journalist covering London politics and the Mayoralty. He blogs mostly at AdamBienkov.com

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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.