The SNP: A whole new mentality

The Scottish debate is a way of asking what kind of country people want to live in.

The former US president Bill Clinton has entered the independence debate, calling for “respect” from all sides. “How honestly you try to listen to other people and then come to the practical conclusion,” he said, “is sometimes as important as the decision that’s made.”

This is something many Scots have noted, given the litany of scare stories in the press – and from pro-Union sources – about the consequences of independence. But there is little awareness on all sides that the debate is changing Scotland in the process and altering some fundamental perceptions that the UK has about itself.

As things stand, Alex Salmond, the Scottish National Party and pro-independence forces look likely to lose the referendum on 18 September 2014. But they and Scotland will be changed utterly. Until May 2011 and the SNP’s landslide victory in the Scottish Parliament elections, independence was thought of by many in Scotland outside the SNP as marginal, or even irrelevant. This is still true when it comes to Westminster politics.

Yet whatever the limits of the SNP’s vision, independence is being normalised by being debated, discussed and challenged, and that, in turn, is having all sorts of consequences. On one side, we are witnessing a crisis of confidence of pro-Union opinion. Once progressive, proud and sure it was creating a shared future, it now seems reduced to a set of grumpy old men warning of the dangers of separatism on every aspect of life, from the lights going out to Scotland being an easy target for terrorism.

By contrast, the SNP’s argument has become much less risky. Salmond is able to present it as a politics of continuity by attempting to reinvent the honourable Scots tradition of “unionism-nationalism”. At the centre of the First Minister’s version of independence is a commitment to the pillars of the British state: Crown, currency, Treasury, Bank of England, even the British welfare state.

What is being offered at the moment by mainstream politicians is two versions of home rule: one side (the SNP) doing so tactically, the other (the unionist parties) in retreat and making concessions. But both sides are acknowledging that beneath the binary nature of much of the debate, there is some shared understanding, and recognition of the complex modern world.

Scotland’s public life increasingly resembles that of an embryonic state rather than the “stateless nation” of old. North of the border, debate now centres on the extent to which that state becomes formally self-governing and how it cooperates with the rest of the UK.

The Scottish debate is a way of asking what kind of country people want to live in. This is influenced by revulsion at the direction of British politics – not just under the coalition but also under Blair and Thatcher before them. It is a reaction to the UK being the fourth most unequal country in the developed world, with power concentrated in London, a redoubt of the global elite.

To talk about Scottish independence is a way of expressing optimism for a different kind of politics, not only for a different country. Whatever the outcome of the referendum, that change in mentality is likely to stay with us. It is history in the making for Scotland and the UK.

Gerry Hassan is the co-editor with James Mitchell of “After Independence: the State of the Scottish Nation Debate”, to be published by Birlinn in August

Alex Salmond, First Minister of Scotland. Photograph: Getty Images

This article first appeared in the 01 July 2013 issue of the New Statesman, Brazil erupts

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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.