Why Michael Moore's sacking as Scottish Secretary will weaken the No campaign

The Lib Dem was a formidable opponent because his measured, moderate unionism was difficult for the nationalists to deal with.

There’s nothing Alex Salmond loves more than a rammy with the Secretary of State for Scotland. Since he first became SNP leader in 1990, he’s seen a dozen of them come and go – and he has battled hard, over everything from devolution and Megrahi to additional powers and independence, against each one. So the news this morning that the understated Michael Moore has been replaced as Scottish Secretary, after three years in the job, by the combative Liberal Democrat chief whip Alistair Carmichael will have delighted the First Minister.

Moore was sacked because the Cabinet had grown anxious about his conciliatory approach to the independence referendum. In contrast to the belligerent tone adopted by most senior figures in the No campaign (see Phillip Hammond’s interview in the Daily Mail today), Moore made an effort to deal with the SNP on equal terms. It was a surprisingly effective strategy which helped undermine the nationalists’ view of Westminster as brittle, distant and uncompromising.

Moore also seemed to respect Scottish institutions – one reason, no doubt, the "Edinburgh Agreement" negotiations over the timing, format and legal basis of the referendum went relatively smoothly. Carmichael, on the other hand, comes from an entirely different school of unionism. In 2007, as the Liberal Democrats’ Scotland spokesman, he called for the Scottish Office to be abolished and absorbed into a new "Department for Nations and Regions". This sort of rhetoric only ever plays into SNP hands.

So what is the point of Carmichael’s appointment? By furiously exaggerating the potential economic pitfalls of independence, Better Together is already running the most relentlessly aggressive campaign it can. Granted, Moore was trounced by Nicola Sturgeon in a recent television debate, but there’s limit to how much staged media events influence public opinion.

Moore’s sacking is a classic Westminster misreading of the Scottish situation. London is obsessed with the idea that a big hitter” is needed to "take on" Salmond. Yet quite apart from the fact that Carmichael is hardly a "big hitter", the First Minister relishes (and has a habit of winning) confrontations that allow him to pit plucky, populist Holyrood against the big, clunking fist of Whitehall. Moore was a formidable opponent because his measured, moderate unionism was difficult for the nationalists to deal with. For no good reason at all, the no campaign has just dumped one of its strongest cards.

Scottish Secretary Michael Moore waits to be interviewed by a local television crew in Galashiels, Scotland earlier today. Photograph: Getty Images.

James Maxwell is a Scottish political journalist. He is based between Scotland and London.

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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.