Mandelson takes a swipe back at McCluskey

Labour peer says the Unite head is "the man who reminds us of where we came from and what we left behind" after McCluskey's attack on him in the NS.

In my interview with him for the NS, Len McCluskey reserved some of his fiercest barbs for Peter Mandelson. With particular reference to the Labour peer, the Unite general secretary said of the Blairite grandees who have warned Ed Miliband not to "tack left":

It may be easy for these people, who are sitting with the huge sums of money that they’ve amassed now - they’ve done pretty well out of it, remember it was Mandelson who said he was comfortable about the filthy rich, presumably that’s because he wanted to be one of the filthy rich. But the fact is that under Labour the gap between rich and poor increased...that’s a stain on what Labour stands for.

Unsurprisingly, Mandelson felt the urge to respond. A Labour source informs me that the former Business Secretary declared at last night's Friends of Labour Students dinner that McCluskey was "the man who reminds us of where we came from and what we left behind". 

But Mandelson's riposte is mild compared to that issued by Miliband, who accused McCluskey of a "reprehensible" and "disloyal" attempt to divide the party. 

McCluskey, whose union helped secure the Labour leadership for Miliband in 2010, told me that Miliband would be "defeated" and "cast into the dustbin of history" if he was "seduced" by "the Jim Murphys and the Douglas Alexanders". Of Liam Byrne, the shadow and work pensions secretary, he said: "Liam Byrne certainly doesn’t reflect the views of my members and of our union’s policy, I think some of the terminology that he uses is regrettable and I think it will damage Labour. Ed’s got to figure out what his team will be."

The irony of Miliband's denunciation of McCluskey is that the Unite head has rarely been more well disposed to the Labour leader. McCluskey told me that he thought Miliband was doing "a very good job of holding the party together" and that while there were "disgreements" between the pair, he was happy with the course he had taken since 2010. 

But it is precisely for this reason that Miliband felt it necessary to rebuke the Unite head so swiftly and explicitly. He couldn't allow the impression to form that he was willing to tolerate McCluskey's attack on the "Blairite" shadow cabinet ministers and the suggestion that they should either be ignored or sacked. As I noted in the piece, those associated with Blair are troubled by what they regard as Unite's excessive influence over European and parliamentary candidate selections. Rather than rejecting claims that the union had "stitched up" selections, McCluskey suggested to me that he was simply beating the Blairites at their own game. 

The truth is that this is a process that was set up by Tony Blair, and the right-wing and organisations like Progress have had it their own way for years and years and have seen nothing wrong it.
 
Because we're having some success, suddenly these people are crying foul. Well I’m delighted to read it. I’m delighted when Tony Blair and everyone else intervenes because it demonstrates that we are having an impact and an influence and we’ll continue to do so.
After David Miliband's departure for New York, the Blairites are increasingly anxious about their standing in the party. Miliband's intervention was an important signal that there are lines he will not allow McCluskey to cross. 
Former Labour business secretary Peter Mandelson speaks during an interview at the foreign correspondents club in Hong Kong. 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.