Is Labour preparing to compromise over Leveson?

State-backed regulation would be much the best outcome. But Oliver Letwin's proposal of a Royal Charter might just be acceptable.

It’s taken a while, but this may be the week in which we get to see the government’s proposals for implementing the Leveson report.

Labour, which had been harrying for action, has let the first month of 2013 pass, a show of patience that may be significant. Late last year Ed Miliband was warning that if David Cameron didn’t come forward with satisfactory proposals by Christmas, Labour would force a Commons vote in January on its own draft bill.

The principal clause of that bill is that a new independent regulator should be underpinned by parliamentary statute, in line with Leveson’s key recommendation. That of course the Prime Minister has explicitly rejected, thereby opening up an apparently unbridgeable gap between the Conservatives and Labour. But at IPPR’s recent Oxford Media Convention, the shadow culture secretary, Harriet Harman, softened Labour’s hard deadline and more intriguingly appeared to throw a rope across the chasm that divides the parties.

It came in response to Oliver Letwin’s idea of a Royal Charter. This plan, reflecting Letwin’s reputation for feline cleverness, would provide legal underpinning for a recognition body for the new press regulator, not via a single statute, but rather through a combination of Royal Charter and accompanying statute. It may require legislation, but perhaps of a limited nature, reducing the involvement of parliament in deciding on press regulation – a notion offensive to some critics. On the other hand, the nature of a charter is that it would mean the press couldn’t change the oversight arrangements for its own regulatory body without government approval. All in all, it would provide what might be described as underhand statutory underpinning.

For many this suggestion is way too slippery. The campaign group Hacked Off has called it "overcomplicated and undemocratic" and the Media Reform Coalition has also highlighted its dangers. But what is Labour’s view? On the face of it, Harman rejected the idea at Oxford. Labour was "unpersuaded" of the Letwin plan, she said, and given a choice between Dolly the sheep and a sheep – why not stick with the sheep. So: rejection out of hand? Perhaps not. After all, being unpersuaded is not quite the same as being unpersuadable and if the clone can be engineered to be almost indistinguishable from the real thing, maybe it will suffice.

IPPR is most uneasy about shifting on this totemic issue. In our Life after Leveson report we called for full statutory underpinning, anticipating Leveson’s recommendation, right down to suggesting that Ofcom should be the back stop regulator. We still think that this is the best arrangement and are wary of the motivations of those who oppose full legal backing for future press regulation.

On the other hand, sometimes deals have to be done in politics in order to escape from an impasse. So although any move to towards the Letwin plan in some form will inevitably get one c-word thrown at it – climbdown - it might that another is more appropriate – compromise. After all, in floating the idea of a Royal Charter, the Conservatives have shifted their position somewhat, albeit to get themselves off a hook. And let’s not forget that the BBC – generally a repository of public trust because of its high journalistic standards - is established under Royal Charter. Similar regulatory arrangements for the press fall short of the ideal, but might do the job nonetheless.

Most important, though, is that whatever system of regulation is finally established commands the widest possible public confidence. Not the least of the virtues of the Leveson inquiry was that it all took place out in the open. The public could have its say and the powerful were called to account. This full airing was vital to bring about a much needed institutional deep clean of the most stinking chambers of the press. So it is a shame, if perhaps inevitable, that the process of implementing Leveson has been characterised by closed cross-party negotiations, secret talks among editors and the discredited PCC, in zombie form, taking unto itself the task of establishing a successor body. We, the public, have been locked out again.

That needs to change. Harman’s new red line on Leveson was that the government publish the Royal Charter proposals by the end of January. A few days have already passed, but if publication is imminent we can forgive that. Thereafter, we need to see a proper process of public consultation take place. The government and indeed opposition should take full account of whether public opinion is prepared to accept anything short of Leveson in toto. Maybe it will, but the alternative needs to be explained fully and openly, and even if they are not strictly needed, a whole panoply of public forums, select committee hearings, and parliamentary votes should take place before the idea is confirmed. While we should have a hayfever sufferer’s dread of the long grass, we should also have a claustrophobic aversion to everything happening behind closed doors. Leveson in full would be much the best outcome. Something close might just be acceptable. But we should certainly resist a quick stitch-up.

Tim Finch is director of communications at IPPR

IPPR's report Life after Leveson: The challenge to strengthen Britain’s diverse and vibrant media can be read here

A protest group stages a mock burning of the Leveson Report outside the Queen Elizabeth II centre in London. Photograph: Getty Images.

Tim Finch is director of communications for IPPR

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.