Police stop and search a protester in the Westminster area. Photo: Getty Images
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The Met has three tests to pass on Stop and Search

Tessa Jowell and Doreen Lawrence write on what the Met can do to ensure Stop and Search works for everyone. 

Two weeks ago, Met Commissioner Sir Bernard Hogan-Howe announced plans to increase the amount of targeted Stop and Search activity in London. While nearly everyone recognises that Stop and Search is an important tool for police officers to fight crime and reassure the public, it’s also clear that - when the power is not used properly - it can undermine trust in the police.

The overall use of Stop and Search in London has fallen under the current Met Commissioner. That is recognised as a good thing by young people in London, and has gone some way to improving relations between the police and black and minority ethnic communities. But following the Commissioner’s latest announcement, the Met must improve the way in which it uses its powers so as not to provoke mistrust between communities and the police.

For the last six months we have been speaking to young people in London affected by Stop and Search, either personally or through their friends and family. Together, we have published a report which makes three key demands of the Metropolitan Police. These demands are designed to ensure that Stop and Search is used in a way which builds, rather than undermines, confidence and trust between young people and the police. And remember – everyone benefits from increased trust, the police just as much as the public.

The first demand is about the use of body-worn cameras. The Met is rolling out the use of these cameras over the summer. Used properly, they could be a means not just of fighting crime but also of improving police accountability. But if they are not used properly it will undermine trust.

The Met must be clear that these cameras will prevent crime and serve citizens. There is no room for complacency. If the cameras are seen as just another tool in the armoury of the police, then they will do nothing to improve community relations.  Rather, they will erode trust and undermine police effectiveness. Officers must be required to record continuously all interactions that they have with the public during Stop and Search and Stop and Account. The Met have not yet published full guidelines on how and when body-worn cameras are to be used, potentially leaving this to the discretion of individual police officers.

Secondly, the Met must take immediate action to investigate and address the inconsistent use of Stop and Search slips. These slips – which are supposed to be issued for every Stop and Search as an official record of the police offer’s interaction with the individual – are not currently being issued properly. The young people we spoke to frequently pointed out that slips were not always offered after a stop. This makes it harder for people to prove they were stopped or to make a complaint.

Finally, it is only through independence in the training of police officers that the Met can prevent a culture of complacency and antagonism of young people. The Met should open up the way in which police officers are trained, ensuring it involves communities, and particularly young people, in design and delivery. And training should be overseen by an independent training provider, not just delivered in-house.

There is more that should be done. We need an increase in black and minority ethnic representation in the Met. For people to trust an institution or organisation, they need to feel that it represents them, that it looks like them. But currently, 40 per cent of Londoners are black and ethnic minority compared to just 15 per cent of police officers. The Met must more accurately reflect the population of London.

We need to keep a permanent watching eye on police and community relations through an annual review. And we should have a real, community-led Know Your Rights campaign which uses all mediums to make sure young people are aware of their rights.

Above all, we need the Met and City Hall to maintain an unflinching focus on building trust and respect. The pressures of fighting crime should never lead to a situation where the police are seen to be outside of the community. They must police communities with consent – by, of, for and with the people. We want to see the Met put trust and respect at the heart of their use of Stop and Search.

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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.