Tory MPs say they support civil partnerships - but did they vote for them?

Conservative MPs use the existence of civil partnerships as an argument against gay marriage but a significant number voted against them in 2004.

One of the arguments commonly deployed by opponents of equal marriage is that the existence of civil partnerships for same-sex couples means its introduction is unnecessary. Conservative MP Edward Leigh, for instance, has argued: "Same-sex couples already have all the rights of marriage in the form of civil partnership. Why must they also have the language of marriage?" Former Tory defence minister Gerald Howarth has commented: "some of my best friends are in civil partnerships, which is fine, but I think it would be a step too far to suggest that this is marriage", while Environment Secretary Owen Paterson, who is expected to vote against equal marriage today, has said that the government is "rightly committed to advancing equality for lesbian, gay, bisexual and transgender people and has already taken action to do so by allowing those religious premises that wish to carry out civil partnerships to do so".

But what none of these three will tell you is that they all voted against civil partnerships when Labour introduced them in 2004. MPs are, of course, free to change their minds and we should praise them when they do. But it's hard not to see their new-found support for civil partnerships as a cynical attempt to prevent the equalisation of marriage. Gay couples might already have a means of formalising their relationships but they wouldn't if Paterson, Leigh and Howarth had had their way in 2004. So, for the record, here are the 38 Conservative MPs who voted against civil partnerships, including two serving cabinet ministers (Paterson and Transport Secretary Patrick McLoughlin) and the two Labour MPs who did. Seventeen have since resigned or lost their seats.

Conservative MPs who voted against civil partnerships

David Amess (Southend West)

James Arbuthnot (North East Hampshire)

Paul Beresford (Mole Valley)

Julian Brazier (Canterbury)

Christopher Chope (Christchurch)

Patrick Cormack (South Staffordshire. Stood down in 2010)

Quentin Davis (Grantham and Stamford. Defected to Labour in 2007 and stood down in 2010)

Adrian Flook (Taunton. Stood down in 2010)

Mark Francois (Rayleigh and Wickford)

Roger Gale (North Thanet)

John Gummer (Suffolk Coastal. Stood down in 2010)

Nick Hawkins (Surrey Heath. Stood down in 2005)

John Hayes (Current energy minister and MP for South Holland the Deepings)

Mark Hoban (Current employment minister and MP for Fareham)

Gerald Howarth (Aldershot)

Greg Knight (East Yorkshire)

Edward Leigh (Gainsborough)

Peter Lilley (Hitchin and Harpenden)

Brian Mawhinney (North West Cambridgeshire. Stood down in 2005)

Anne McIntosh (Vale of York)

Patrick McLoughlin (Current Transport Secretary and MP for Derbyshire Dales)

Owen Paterson (Current Environment Secretary and MP for North Shropshire)

Andrew Robathan (Current armed forces minister and MP for South Leicestershire)

Laurence Robertson (Tewkesbury)

Andrew Rosindell (Romford)

Michael Spicer (West Worcestershire. Stood down in 2010)

Bob Spink (Castle Point. Defected to UKIP in 2008 and lost his seat in 2010)

Desmond Swayne (New Forest West)

John Taylor (Solihull. Lost his seat in 2005)

Michael Trend (Windsor. Stood down in 2005)

Andrew Turner (Isle of Wight)

Nigel Waterson (Eastbourne. Lost his seat in 2010)

Angela Watkinson (Upminster)

Ann Widdecombe (Maidstone and The Weald. Stood down in 2010)

John Wilkinson (Ruislip-Northwood. Stood down in 2005)

David Wilshire (Spelthorne. Stood down in 2010)

Ann Winterton (Congleton. Stood down in 2010)

Nicholas Winterton (Macclesfield. Stood down in 2010)

Labour MPs who voted against civil partnerships

Denzil Davies (Llanelli. Stood down in 2005)

Jim Dobbin (Heywood and Middleton)

Environment Secretary Owen Paterson, who opposes gay marriage, voted against civil partnerships in 2004. Photograph: Getty Images.

George Eaton is 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.

***

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.