Five questions answered on the collapse of Jessops

Thousands of jobs at risk.

Another high street store admits defeat and announces it is to go into administration putting thousands of jobs at risk. We answer five questions on Jessops’ decision to close.

What reason has Jessops given for its planned closure?

The high street camera store says it is being forced into closure after leading camera makers, such as Canon and Nikon, have tightened the terms on which they sell products to the company following a downturn in the market.

Unless Jessops can whip up a deal with suppliers the company said closure by the end of the week would be inevitable.

Companies that supply Jessop are said to be concerned about the state of the electrical sector after the collapse of Comet last year, plus Jessops failed to increase its 2012 sales from the previous year.

How many jobs will be sacrificed in Jessops closure? 

In its 192 stores Jessops employs about 2,000 staff who will all lose their jobs if stores close.

However, those who are members of the Jessops’ pension scheme are said to be protected because it was adopted by the Government’s Pension Protection Fund (PPF) in 2009.

Who else will be a loser?

HSBC who co-own the company because the bank stands to lose £30 that Jessops owes HSBC. In total Jessops is estimated to have debts of £60m, including £30m of trade debt and the HSBC debt.

HSBC tried to strike a deal with suppliers to ease Jessops’ financial burden but to no avail.

What has Jessops’ spokespeople said about the company’s closure?

Rob Hunt, joint administrator and partner at PricewaterhouseCoopers who have been appointed as administrator of Jessops, told the BBC: "Our most pressing task is to review the company's financial position and hold discussions with its principal stakeholders to see if the business can be preserved.

"Trading in the stores is hoped to continue today but is critically dependent on these ongoing discussions. However, in the current economic climate it is inevitable that there will be store closures."

It’s not a good start to 2013, who could be next?

It’s hard to say, but online entertainment retailer Play.com succumbed on Wednesday; the second biggest casualty of 2013. The retailer will make more than 200 redundancies.

Although there is no suggestion of closure, Marks and Spencers reported a 1.8 per cent drop in like for like trading figures in the 13 weeks to 29 December on the same period a year earlier.

Last year casualties included Comet, Clinton Cards, JJB Sports and Game Group.

Another high street store admits defeat. Photograph: Getty Images

Heidi Vella is a features writer for Nridigital.com

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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.