Nick Clegg: I was only aware of "indirect and non-specific concerns" about Lord Rennard

The Deputy Prime Minister reveals his involvement in the Rennard investigation.

Nick Clegg has admitted that he was aware of general concerns about behaviour of the party's former chief executive Lord Rennard, but has denied that he knew of specific allegations of sexual harassment.

"When indirect and non-specific concerns about Chris Rennard’s conduct reached my office in 2008, we acted to deal with them," said Clegg. But he did not know of the specific allegations until "until Channel 4 informed the party of them" when it broke the news last Thursday.

Clegg also attacked attempts to use the scandal to slight the party over all, saying "I will not stand by and allow my party to be subject to a show trial of innuendo, half-truths and slurs".

Clegg's statement follows that of his deputy, Vince Cable. Cable said he "absolutely" did not know of what he described as "serious" allegations. Jo Swinson MP says she "took action" after several party members shared concerns, but hasn't clarified what that action was.

Lord Renard himself has released a statement saying that he is "deeply shocked", and "strongly disputes" the claims made against him.

The full statement reads as follows:

The allegations made on Channel 4 concerning Lord Rennard last Thursday were extremely serious and distressing to the women involved. It is critical they are investigated thoroughly and dealt with properly and they will be.

But I would like to make one thing crystal clear. I did not know about these allegations until Channel 4 informed the party of them shortly before they were broadcast. I have today spoken to one of the women in the broadcast who I respect and admire and who confirmed that she had never raised the issue with me.

I am angry and outraged at the suggestion that I would not have acted if these allegations had been put to me. Indeed, when indirect and non-specific concerns about Chris Rennard’s conduct reached my office in 2008, we acted to deal with them.

My Chief of Staff at the time, Danny Alexander, put these concerns to Chris Rennard and warned him that any such behaviour was wholly unacceptable. Chris Rennard categorically denied that he had behaved inappropriately and he continues to do so. He subsequently resigned as Chief Executive on health grounds.

As my office only received concerns indirectly and anonymously, as those involved understandably wanted to maintain their privacy, there was a limit to how we could take this matter forward following Chris Rennard’s resignation. It is incorrect to state that there was any other separate inquiry by my office or anybody in it.

I recognise from the Channel 4 broadcast that there are legitimate concerns that issues raised with the party were not handled as well as they should have been. In particular the suggestion that a complaint was made but was not dealt with as a formal complaint. I am therefore determined that we carry out a thorough investigation into our procedures and how we applied them at the time to ensure we have a full and clear picture of what happened and the lessons that we need to learn. This review will be independently chaired.

A separate investigation into the specific allegations about Lord Rennard will take place under our disciplinary procedure. It is essential that this is carried out with due process and for that reason I cannot provide a running commentary on it. But I am absolutely determined that both these investigations will be carried out thoroughly and comprehensively. These investigations may well reveal flawed procedures, and clearly the women concerned feel they were not properly listened to. But I totally reject the insidious suggestion that my office or I are responsible in any way for a deliberate cover up.

The full truth of what happened and what failed to happen and who said what to whom will be revealed by these investigations.

But in the meantime, I will not stand by and allow my party to be subject to a show trial of innuendo, half-truths and slurs. The important thing is that we respect the women who have come forward and do everything to get to the truth. That is what will now happen.

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.

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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.