How would the Tories get rid of Cameron?

What the Conservative rule book says about a vote of no confidence and a leadership election.

Tory MP David Ruffley broke cover at the weekend to warn David Cameron that his leadership would be at risk if the Conservatives performed poorly in next year's European elections. He told Sky News's Murnaghan programme: "I think next May's Euro elections might put pressure on him to go harder because there is a lot of speculation in and around Downing Street, so I am led to believe, that Ukip might come first.

"Now if that happens next May there'll be 12 months before the election and some of our colleagues in marginal seats might get a bit windy. I don't think UKIP are going to win seats but they could split the Conservative vote if they are strong and let Labour through in those marginal seats."

Over at the Telegraph, Benedict Brogan suggests that the threat of a putsch is real, reporting that the Conservative whips believe "there is a hard core of about 30 irreconcilables who will do anything to bring down Dave". 

So how would Ruffley and his colleagues go about the putative regicide? Under current Conservative rules, a vote of no confidence is triggered when at least 15 per cent of Tory MPs ("in receipt of the Conservative whip") write to the chairman of the backbench 1922 Committee (currently Graham Brady) requesting one. This can be done either collectively or separately and the names of the signatories are not disclosed. With 305 sitting Conservative MPs, 46 signatures would be required for a vote to be held. Once this threshold has been met, the chairman in consultation with the leader then determines the date of such a vote "as soon as possible in the circumstances prevailing". 

If the leader wins the support of a simply majority in the vote, they remain leader and no further vote can be held for 12 months from the date of the ballot. If they lose the vote (again, on a simple majority basis), they must resign and may not stand in the leadership election that then follows. Unlike in 1989, when Tory backbencher Anthony Meyer stood against Margaret Thatcher, no "stalking horse" candidate is required to oust the leader. While Cameron would easily win any vote, he would be damaged if a significant minority of MPs either voted against him or abstained. In 1989, Thatcher defeated Meyer by 314 votes to 33, but once spoilt ballots and abstentions were included, it emerged that 60 MPs - 16 per cent of the parliamentary party - had failed to support her. In Meyer's words, people then "started to think the unthinkable". 

Under the current Conservative leadership election rules, adopted in 1998, if there is only one valid nomination, that person is elected. If there are two, both candidates go forward to a vote of the party membership. If there are three or more, a ballot is held within the parliamentary party to determine the two who go forward to the membership. 

In 2005, in the final act of his leadership, Michael Howard attempted to change the rules in order to give MPs, rather than party members, the final say. The move was prompted by the 2001 leadership election, which saw the popular Ken Clarke win the MPs' vote but Iain Duncan Smith trump him in the members' ballot. Unsurprisingly, after Duncan Smith's calamitous time as leader, most felt a Clarke victory would have served the party better. But Howard's proposals failed to win the two-thirds majority required, with only 58 per cent of activists endorsing them (although 71 per cent of MPs did), and the status quo prevailed.  

David Cameron on holiday in Ibiza, Spain. 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.

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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.