Ten reasons why police commissioner elections leave us cold

The elections offer little more than an expensive way of leaving us all more disillusioned.

Duggan. Tomlinson. Hillsborough. Leveson. Police charged with upholding the law have repeatedly broken it. Few would deny that our forces need to radically change to win back public trust. So why, when police corruption is such a hot topic, do police commissioner elections leave us so cold? Sadly, I can think of at least ten reasons.

Many of the problems stem from the constituencies being far too big (1). Individual commissioners will be expected to serve over a million people across spurious boundaries that people don’t emotionally identify with. Thames Valley for example crosses 21 parliamentary seats. It’s nuts to think that you can meaningfully reach all of these people and connect with their diverse concerns. 

Partly because the constituencies are so big, they’ve become dominated by party politics (2). Independent candidates like Gillian Radcliffe and Khan Juna have pulled out because they don’t have the resources to campaign across such huge areas or put up the £5,000 deposit to run. So elections that were supposed to bring in new blood are reinforcing the old guard. 

Once one party fields a candidate, others feel obliged to respond. Labour’s candidate for Hampshire, the well experienced Jacqui Rayment, was initially opposed to police commissioners, but is now fighting night and day to win because she and her excellent team believe people deserve a better choice than the Tory Michael Mates.

This problem is exacerbated by the fact that good independent candidates – largely those with experience - have been ruled out by overly strict eligibility criteria (3). Take the Falklands war hero Simon Weston. At 14-years-old he was fined for riding in a car he didn’t know was stolen, and that tiny glitch has barred him from running. Bob Ashford, well experienced in the youth justice system, was ruled out for a minor conviction when he was thirteen in 1966.

In the rare case where independent candidates can afford to stand, you have to question where they are getting the money and why (4). An excellent investigation by Andrew Gilligan in the Telegraph exposed how secret lobby funding from the US funded Mervyn Barrett, largely because he supported outsourcing police budgets to private companies. People were suspicious when Barrett had a chauffeured Mercedes and free campaign DVDS, but a legal loophole meant he didn’t need to declare his funding sources until after election. Apparently more candidates are being financed in this way, but we don’t know how many.

Then there’s the more conceptual problem (5). Police commissioners are supposed to be able to set strategic priorities for the 41 police areas, agree budgets and hire and fire chief constables. But as Jon Harvey points out, we don’t know how they will interact with chief constables who maintain operational control. Will commissioners be quiet watchdogs overseeing largely autonomous officers, or attack dogs that force huge decisions on them like privatisation?

In a year when police integrity has dominated the headlines, we should be using these elections to have a major debate about the culture of our forces. We need to talk about how officers win trust rather than cope with suspicion and hostility, particularly amongst young people. We need to talk about how we can prevent as well as punish. But apart from a small minority like Jane Basham in Suffolk, these elections are failing to address these issues (6). Most debates are being overshadowed by cuts.

Then there’s the issue of populism (7). Charities and campaigners have raised concerns that people will vote on the issues they are most likely to see or get passionate about, rather than the crimes that are most dangerous or damaging. Domestic violence, trafficking, murder and international criminal gangs are notoriously unseen and underground. Given the elections have failed to produce an engaged or informative debate, we could vote for priorities that make us feel better, but leave us objectively less safe.

And let’s not forget that we are spending a huge amount of money on this (8). Police commissioners are being paid up to £100,000 a year. That’s a lot more than MPs. Creating a new class of politicians at a time of austerity is not going to fly well with the electorate. Yet even these figures don’t guarantee they’ll have the resources they need. Will commissioners have an allowance for office staff for example, or will they serve as their own very expensive secretaries? It doesn’t feel thought through.

Like the NHS reforms, it’s obvious this project has not been designed with people of experience (9). Officers themselves do not seem in favour of the new position, and the former heard of Scotland Yard Sir Ian Blair recently called on people to boycott the elections. This government needs to learn that if reform is going to work, it must be owned by the people who work with the consequences day in day out. Without them it’s just an academic exercise.

All of these problems are fuelling the last and final problem: turnout (10). At the moment, the Electoral Reform Society predicts just 18.5 per cent. If that happens, the legitimacy of the positions will be brought into question. As Andrew Neil deftly pointed out this Sunday, Conservative ministers have argued that unions should have a threshold turnout to legitimately vote on a strike. Why should commissioners be any different?

I appreciate all of this can sound rather negative. It’s true that if the left wants to criticise, it should come up with a positive reform agenda of it’s own, because we all know the present system isn’t working. But not having an alternative doesn’t mean this reform is right. In their present state, police commissioners offer little more than an expensive way of leaving us all more disillusioned.

Former deputy prime minister John Prescott is standing as the Labour candidate for Humberside Police and Crime Commissioner.

Rowenna Davis is Labour PPC for Southampton Itchen and a councillor for Peckham

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.