The Mitchell saga shows Tories in a branding emergency

It is a bad sign when what a politician actually said matters less than the kind of things people expect him to say.

Why did Andrew Mitchell have to resign from his post as Conservative chief whip? The explanation has many layers. The facts of the original pomp-and-profanity episode remain obscure. Mitchell disputes the police record. Politicians sometimes lie; so do police officers. On the evidence alone that should make it a stalemate. What appears to have done for Mitchell is the feeling in the parliamentary Conservative party, especially among the 2010 intake of MPs, that his credibility and authority were shot.

It was never going to be easy for the chief whip to impose discipline when his own lack of self-control had been thoroughly advertised for the best part of a month. But why did the original allegations matter so much in the first place? The toxic element was the suggestion of arrogant snobbery, which was only noteworthy largely because it risked reinforcing problems with David Cameron’s own image – aloof, unacquainted with hard graft, surrounded by a gilded elite.

One of the peculiar features of the whole Mitchell saga is that the only reason it was a “news” story at all was contained in tangential relevance to the wider problem with Cameron’s leadership. (Few people outside Westminster know or care who a chief whip is and what he does). Yet Cameron appears to have been the very last person to think that Mitchell’s outburst was significant. That is why Tory MPs are so cross with their leader. He neither grasped the emblematic power of the incident, nor found a way to contain the story once it was running. He – or rather the Number 10 operation he runs - showed faulty initial judgement and followed it up with ineffective political technique.

Even that doesn’t get to the essence of why this particular resignation is revealing. Most resignations do little lasting damage to a government and it is too early to say if this one will be any different. I think it does matter in one crucial respect: To recap - Mitchell didn’t resign over something momentous he had done or because the Prime Minister lost confidence in him as a result of things he was alleged to have done. He resigned because the stench of brand decay hung about him. It is the first instance I can think of where someone was sacked not because of something they said, but because of something representing just the kind of thing they might be expected to say.

The implications of this for the Conservatives are pretty serious. The same phenomenon could be observed on Friday afternoon when it emerged that George Osborne sat in a first class seat on a train without the ticket to go with it. This became a media event not because of evidence that Osborne intended cynically to evade his fare or kicked up a fuss when challenged. No such evidence exists. It became a story because sitting in first class with a standard ticket and pointedly refusing to move for fear of proximity to the great unwashed is, in the public imagination, just the sort of thing Osborne might be expected to do.

This is a step beyond ordinary communications problems. It signals the arrival of a new phase in the cycle of political decay. This is the point where the government struggles to get its message out because the official line cannot compete with negative stories that reinforce a pre-established hostile narrative. Anything that appears to support the worst interpretation of what it means to be a "typical Tory" in the Cameron-Osborne mould is newsworthy – pretty much regardless of whether it actually happened. And these were supposed to be the people to “decontaminate” the brand. No wonder Tory MPs are worried.

Former Conservative chief whip Andrew Mitchell, who resigned last Friday. Photograph: Getty Images.

Rafael Behr is political columnist at the Guardian and former political editor of 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.