Do the bishops in the House of Lords actually change anything?

When 0.8 of a bishop turns up to each vote (on average), it's hard to argue they have a substantial effect.

In the wake of the Church of England's vote to continue banning women from being bishops, there have been renewed calls to remove bishops from the House of Lords. This e-petition, for instance, argues that:

The Church of England on 20th Nov 2012 voted not to allow women to be Bishops. Though that is within its rights to do, this should worry the Government as Church of England Bishops are awarded legislative power through seats in the House of Lords.

The Church has chosen to be a sexist organisation by refusing women the right to hold highest leadership positions and therefore should not be allowed automatic seats in the House of Lords, as this clearly does not comply with the spirit of UK Equality law.

But does it actually matter that bishops are in the House of Lords? Clearly, I'm not talking about points of principle; having a religious organisation in the House of Lords is as symbolically wrong as having a hereditary monarch as the head of state. It represents a Britain which hasn't existed for a very long time, and actively denigrates many people's conception of their own nationality.

But do the bishops in the Lords actually affect anything? A 2007 paper from UCL's Meg Russell and Maria Sciara, titled "Why Does the Government get Defeated in the House of Lords?: The Lords, the Party System and British Politics" suggests not.

There are 26 bishops seats in the house of lords (although that number varies occasionally due to deaths and retirements, and currently only 25 are present). That is out of 760 seats overall, and compares to the 212 Conservative, 225 Labour, and 90 Liberal Democrat peers. In other words, if turnout were 100 per cent, and party lines held all the time, the bishops would never matter – the vote would go to the coalition every time.

The first snag are the crossbenchers – 176 peers who aren't affiliated with any parties. But even they don't affect the outcome all that often. Of all 806 whipped votes in the Lords between 1999 and 2005, the crossbenchers changed the outcome just 50 times. That is, if they had not voted, 37 defeats would have been turned to victory, ten defeats would have been turned to a draw, two victories would have been turned to a draw, and one draw would have been turned to a victory.

The second snag, and the one the parties battle with most frequently, is turnout. In the same period, the mean turnout for Labour and Liberal Democrat peers was just over 50 per cent, and while it was just 34 per cent for the Tories. For the parties, boosting turnout is by far the most important way to win votes. Once the whipped lords actually turned up, they tended to vote with their party, with 97 to 99 per cent cohesiveness.

In this sleepy chamber, where do the bishops fit in? The authors write:

The Bishops’ impact… is limited by the fact that they are a small group, and that like the Crossbenchers they vote relatively little, and do not vote as a cohesive block.

Most of the time, there is only one bishop at each vote (they actually have a formal rota, apparently), and their mean turnout is just 3.2 per cent. As in, four-fifths of a person. Only ten times in six years were there votes with more than five bishops attending (only 66 times with more than one):

The largest turnouts were 11 votes on the balloting of grammar schools in 2000 (when nine Bishops supported the government and two opposed), on the Civil Partnerships Bill in 2004 (eight supporting, two opposed), and on the Learning and Skills Bill in 2000 with respect to sex education guidelines to replace Section 28.19.

So there aren't many bishops in the lords, and they rarely turn up. Which is why it's not a surprise that, over 806 divisions and six years, only three times did the bishops make a difference. Twice, the government was defeated by one vote when the sole bishop voted against it, and once the government was defeated by one vote when three bishops voted against it:

This was over the issue of education of asylum seekers’ children, where an amendment moved by the Bishop of Portsmouth required that such children are taught in a school and not separately in a detention centre. Three Bishops attended and voted against the government, and it lost the division by one vote.

When it comes to the simple legislative arithmetic, it is largely irrelevant whether we have bishops in the lords. A dodgy batch of mussels in the House of Lords' restaurant would probably have a greater material effect on the outcome of divisions that the lords spiritual do.

There are, of course, benefits for the bishops which are harder to quantify. Being peers gives them the ability to lobby others more effectively; and there were almost certainly times when the threat of defeat caused the government to change its legislative program pre-emptively.

Nonetheless, those fighting to remove Bishops from the Lords are doing the right thing by focusing on matters of principle, such as equality and secularity. When it comes to substance, there really isn't a whole lot to object to.

Bishops, and an archbishop. Photograph: Getty Images

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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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.