Ken vs Boris: my verdict

After interviewing both mayoral contenders in one day, I found Ken candid and Boris canny.

Boris Johnson, according to a poll, is the person with whom most Londoners would like to have breakfast. Last Friday, I had mine with Ken at a café in Hampstead, after which I had lunch at City Hall with the popular mayor himself.

The Ken-Boris contest used to boil down to policy v personality. It was Ken, though, who turned out to be an interviewer's dream -- indiscreet, careless, outspoken and funny. Box Office Boris has been banished for the duration of the electoral campaign, replaced by an on-message Conservative politician and media-savvy former journalist, painfully conscious of how he will appear in print and of how his comments will be reported.

For such a notorious maverick, I found Boris maddeningly cautious and unforthcoming and it made him less fun to interview than I had anticipated.

The fact that he knows every journalistic trick, after a lifetime spent working as a hack, may well turn out to be one of Boris's greatest advantages over Ken. He is constantly vigilant, on the lookout for the tripwire that will land him in trouble. Once a quote-jukebox, he answered my questions with non-sequiturs, flattery, prevarication, diversion and digression. He even "pleaded the Fifth" to avoid answering in a way that would give the papers a headline. He stuck frustratingly to his mantra about his achievements and plans.

Boris's dilemma is that what makes him popular is also what stops him from being taken seriously as a politician. It's the likeability factor, though, that got him elected. Boris has always been bafflingly bullet proof. Every past gaffe and glitch has propelled Bounce-Back Boris on to greater glory. The public don't seem to care. In a superficial age, he has always seemed fun, telegenic, the anti-politician. He has by far the highest approval rating of any Tory.

Whereas once Ken was seen as competent and Boris charismatic, I found Ken candid and Boris canny. In the hour I spent with him, Ken told me the following: the BBC director general, Mark Thompson, is "a moral imbecile" for vetoing the word "Palestine" in a protest song; bankers' bonuses are "like penis extensions, among a smaller league of men - mine is bigger than yours"; Margaret Thatcher was "clinically insane" when in power; the Daily Mail "has done an awful lot for making us a more embittered people". Henry Kissinger "wasn't going to get laid until he was powerful, you know".

Spoiling for a fight, he was irrepressibly controversial, despite his press officer's best efforts. It's no surprise that he called his memoir You Can't Say That. After all this is the man who called an Evening Standard journalist, who was Jewish, a "German war criminal", for which he refused to apologise and was given a one-month suspension for bringing the office of mayor into disrepute.

Ken talked more about Boris than Boris talked about Boris -- and even though he usually doesn't talk about his children, he couldn't resist a dig: "We both have five, I can admit to all mine." He was referring to his rival's rumoured illegitimate two-year-old.

What did surprise me about Ken was that for someone so politically intransigent, he was open about regrets and failings in his personal life. I got a glimpse of what this self-confessed "workaholic", currently without a job, who still wants to change the world but who admits that "politics takes over your life", is missing. "No one would ever want to marry a politician," he tells me. I know I say. And I do.

It's hard to imagine Ken ever switching off from politics. He is most alive when he's talking figures, policies, plans. And despite once saying that a mayor should serve only two terms, his plans seem to extend well beyond the next four years. Even while gardening, he told me, he talks through issues to himself out loud.

I have heard people say often that they like Boris but they worry about his ability to run London. I worry about Ken's ability to work with a Tory government in a time of economic crisis. For him, the office of mayor is not just about London: it's about changing the system.

Ken is a revolutionary, by nature. That worries me. It's also why I like him.

Jemima Khan is associate editor of the New Statesman

Getty
Show Hide image

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.