UK Coal and the pension problem

The start of a wider change?

When the National Coal Board was privatised in 1994 to become UK Coal Plc, the government must have thought that was the end of its involvement in the business and, as a consequence, its expensive defined benefit pension scheme. One wonders, therefore, what rumblings in the Houses of Parliament have resulted from the recent restructuring of UK Coal, which has meant that the expensive pension scheme has been taken back into the public fold by transfer into the Pension Protection Fund (the PPF).

It is not that long ago that the Pensions Regulator, established by the Pensions Act 2004, was pushing firmly against what is known as "scheme abandonment", that is, a restructuring of a business extracting the pension scheme from the ongoing enterprise. At first glance, the restructuring of UK Coal may look like a reversal of that approach, but the detail of the restructuring suggests otherwise.

The UK Coal scheme is unique in many respects in that it is protected by legislation (the Coal Industry (Protected Persons) Pensions Regulators 1994) and comes with a lot of baggage. The desire to protect beneficiaries of the scheme must have been high on the agenda during the regulator's review of the proposal, together with the objective of saving jobs for the 2000 employees of UK Coal.

The restructuring proposal involved the transfer of the business into two new companies: one to hold the mining element of the business and the other to hold the brownfield development side. UK Coal's initial proposal involved all contributions ceasing once the scheme had gone into the PPF, with the scheme taking an equity stake in the brownfield development side of the business. This would have resulted in the effective dumping of all accrued and future liabilities of the scheme on the public purse with UK Coal continuing to trade, deficit free. It will come as no surprise that this proposal was rejected by the regulator.

UK Coal pleaded that the size of the scheme deficit (£900m on a buy-out basis) meant that if the PPF did not take the scheme in full, it would be forced to enter into an insolvency procedure, putting 2000 jobs at risk.

However, it appears from the regulator's report under s89 Pensions Act 2004 that during discussions, a potential creative solution was developed that improved the insolvency analysis and which meant that UK Coal would avoid an insolvency process and continue to fund the scheme through the PPF, thus improving the position for scheme members.

The end result has not let UK Coal off the hook and should not be seen in any way as a precedent, as the solution reached was very specific to the circumstances at hand and the fact that the regulator and the PPF were involved from the start. No dividends from the mining company to its shareholders until the scheme is fully funded and the scheme having a 75.1% equity stake in the brownfield development company means that the scheme controls the lion's share of the economic interest in the whole business.

This is certainly not a scheme abandonment and will be welcomed by all stakeholders in the UK Coal scheme. Although unusual for the PPF to take on a scheme when the business is continuing to be profitable, it should be encouraging to other businesses which may need to look for flexible ways to deal with a scheme deficit. And, of course, the beneficiaries of those schemes who can perhaps be more confident that the PPF will not simply give in to companies threatening insolvency if the PPF does not take on their pension liabilities.

Jessica Walker is a senior associate in the Restructuring, Bankruptcy & Insolvency group at Mayer Brown.

This piece first appeared on economia

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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.