HMS Vanguard sits in dock at Faslane Submarine base on the river Clyde. Photograph: Getty Images.
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Even if it wanted to, the SNP couldn’t use Trident as a bargaining chip

The nuclear weapons system is a red-line issue for the nationalist grassroots.

A few weeks ago, I watched Nicola Sturgeon speak at a Scottish CND rally in Glasgow’s George Square. There were, at most, 200 or 250 people in the crowd. As Scotland’s deputy first minister, Sturgeon must have had a dozen more important things to be doing. She certainly wasn’t winning any new converts to independence – most of the audience arrived sporting Yes campaign badges and placards. But she still delivered a pretty good speech – one she had obviously spent time preparing.

It is difficult to overstate the strength of the SNP’s opposition to nuclear weapons. The current generation of SNP leaders grew up marching against Polaris in the 1970s and its replacement, Trident, in the 1980s. For nationalists, the presence of nuclear submarines on the Clyde symbolises both Scotland’s lack of sovereignty and Westminster’s disregard for Scottish interests. Unilateralism is in the party’s blood. 

For this reason, I’m sceptical of claims the Scottish government plans to use Trident as "leverage" during the negotiations that would follow a Yes vote in September – although I can understand why it might be tempted to.

Trident would be a powerful bargaining chip. Westminster politicians cling to the nuclear deterrent because they fear Britain’s international status would be significantly downgraded without it. So it’s not hard to imagine the UK offering Scotland favourable terms of divorce (currency union, an equitable division of military assets etc.) in exchange for Trident remaining in Scottish waters until an alternative base could be built south of the border.

The prospect of such a deal has already been raised by one high-ranking UK cabinet minister and there are even some in the Yes camp (including, curiously, veteran leftist Jim Sillars) who think the Faslane and Coulport bases should be leased back to Britain after independence.

There is, however, little sign that the SNP leadership is open to compromise. When I talked to people at the top of the party in 2012 and 2013, they were vague about how long it would take for Trident to leave the Clyde. But their position seems to have firmed up since then. At the launch of the White Paper in November, Nicola Sturgeon was clear that she wanted Trident gone by the end of the first term of an independent parliament. More recently, in his now infamous GQ interview with Alistair Campbell, Alex Salmond warned Westminster not to "underestimate [his] determination" to get rid of Trident, while Angus Robertson, the SNP’s defence spokesman, has insisted the submarines will be out by 2020.  

It’s possible this is just rhetoric; an attempt by the SNP to stake out a negotiating position in advance of a Yes vote. This approach would fit with what one senior defence analyst (and opponent of independence) told me last summer: that the UK government could probably construct a new site for Trident within ten years – as opposed to the current official estimate of 15 to 25 – if the Scottish government was prepared to "accommodate" Westminster’s demands, such as leaving the warheads operational and under UK control.

But even a modest U-turn on Trident would incur heavy political costs. To begin with, it would undermine the SNP’s internal unity. Like their leaders, many nationalist activists have spent their lives marching against nuclear weapons and view Trident’s departure from Scotland as one of the main prizes of independence. Likewise, if Scots vote Yes in four months’ time, they will do so under the expectation that Trident will go. The SNP would lose a lot of credibility if it suddenly abandoned one of the key features of its independence prospectus.

There are other complicating factors. The SNP has earmarked Faslane as the site of a future Scottish naval base and wants to impose a constitutional ban on the stationing of nuclear weapon in Scottish territory. At the same time, the party supports Scottish membership of NATO and says Scotland will adhere to the Alliance’s "don’t ask, don’t tell" policy, which would (controversially) allow nuclear submarines to travel through Scottish waters without the explicit consent of the Scottish government.  

Nonetheless, Trident is a red-line issue for the nationalist grassroots, for much of the broader Yes campaign and, it seems, increasingly, for the SNP top brass. If there is a Yes vote, Westminster is going to face an almighty battle to keep Trident in Scotland beyond 2020. The UK government would be wise to start drawing up contingency plans, if it hasn’t done so already. 

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.