Liberal Democrat president Tim Farron at the party's spring conference in Brighton last year. Photograph: Getty Images.
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The next Lib Dem leader must come from the party's left

Rather than Jeremy Browne, the party needs a centre-left figurehead, such as Tim Farron, to revive its fortunes.

You can tell a series of elections are on the way, as speculation abounds again about the leadership of Nick Clegg and the future direction of the Liberal Democrats. I once, famously, and I admit wrongly, speculated about it myself on this very blog site when I wrote a post in anger (never a good thing to do) about Clegg.

Although I’m undoubtedly from a different wing of the party to him, I respect the leadership he’s shown on issues including our membership of the European Union and equal marriage. I accept that Clegg will likely lead our party into the 2015 general election and, possibly, beyond. But it’s a plain fact that one day he will stand down and a new leader will be elected. So, it’s on that basis that I suggest that the next leader of the party should come from its centre-left.

There’s no doubt that many people who consider themselves on the centre-left of the party- social liberals and social democrats -have left to join other parties or to be a member of no party because they couldn’t stand some of the things Lib Dem ministers were signing up to as part of the coalition.

But I’d still argue that the majority of the party’s membership remains - broadly speaking - on the centre-left of the political spectrum. Given some of what we’ve had to swallow, we’ve remained very disciplined, far more so than the disgruntled elements of the Tory party have.

I hope that whenever Clegg decides to stand down (and that could be years away) it’s an MP from the party’s centre-left who takes over. My personal choice for our next leader would be Tim Farron. His profile has slowly risen during his exemplary presidency of the party where he’s taken on the task of being the representative of the party’s left on a number of issues, from opposing the bedroom tax to always speaking up for the poorest and most vulnerable in our society.

We also shouldn’t count out Vince Cable. The argument that he’s “too old” is spurious and offensive. A more reasonable argument for him not succeeding Clegg is that, as Business Secretary in this coalition government, he’s just as responsible as the current Lib Dem leader for the bad bits of this administration’s record. But he certainly shouldn’t be ruled out.

Then there's Steve Webb, not much known outside Westminster yet but making a big name for himself and forcing through a number of significant Lib Dem wins in a notoriously difficult department.

As for potential candidates from the right of the party, my view is that Jeremy Browne has shot himself in the foot with his statements on various media platforms whilst promoting his book over the past week.  If what he’s espousing is “authentic liberalism” then I’d gladly be called an inauthentic liberal. I will never agree to further privatisation of our National Health Service or to an expansion of Free Schools.

I believe in an enabling state, which gives people opportunities, whatever their background or present circumstances, which provides certain services not for profit but because they’re basic fundamental services and which people already pay for in general taxation. Yes, I’m a social democrat and a social liberal and proud of it; two fine traditions in our party and flames which burn brightly despite the knocks they’ve taken in recent years.

I believe we, as a party, need to remember our founding beliefs and begin to live up to them. The preamble to our constitution states: “The Liberal Democrats exist to build and safeguard a fair, free and open society, in which we seek to balance the fundamental values of liberty, equality and community and in which no one shall be enslaved by poverty, ignorance or conformity.”

A party living up to those values is not ‘pointless,’ Mr Browne. It is vitally needed in a country where both of the two major parties prove time and again that they are far from liberal.

Mathew Hulbert is a Liberal Democrat Borough and Parish Councillor in Leicestershire

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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.