Jeremy Browne: Clegg’s man in the Home Office

The Orange Book liberal is preparing for a renewal of coalition vows after the next election.

The Home Office is not a place to be squeamish about state power. As the department responsible for preventing crime and disorder, its stock-in-trade is monitoring, control and coercion. Under the coalition government, it seems perpetually to be “cracking down” on something.
 
It was the Home Office that came up with the idea of driving mobile billboards inviting illegal immigrants to “Go home or face arrest” around multiracial boroughs of London. It was a mistake, says Jeremy Browne, the Liberal Democrat minister of state at the department responsible. “I was not consulted beforehand, neither was Nick Clegg, and that is a serious oversight.” Browne defends the voluntary repatriation policy but is scathing about the way the signal was sent out: “The debate about immigration should be conducted in a tone that is civilised and humane, rather than pandering to the least attractive elements in the human spirit.”
 
We meet in Browne’s sparse room at the Home Office, where he has been for just a year. He was previously Clegg’s man at the Foreign Office. The move was seen in Westminster as an attempt to get more leverage in a department that often aggravates liberal scruples. But if Browne’s unofficial job title is thwarter-in-chief of authoritarian Tory tendencies, he isn’t letting on. The Conservatives, he says, are the second most liberal party when it comes to home affairs, while Labour attacks the coalition from populist, right-wing positions.
 
“The Conservatives may be a magnetic force pulling the Lib Dems away from a purer form of liberalism but it’s not true that if we were in coalition with Labour, it would represent some easy, liberal utopia. There would be a much bigger gap to bridge to try to accommodate the authoritarian instincts of the Labour Party.”
 
Browne is a classical liberal from the Orange Book wing of his party – the side that was suspicious of socialism and state intervention even before the opportunity arose to make common cause with the Conservatives. While some left-leaning Lib Dems are wary of their party’s proximity to David Cameron, Browne is certain that the Tory leader has a firmer grasp of the challenges facing the country than Ed Miliband does. He declares “the global race” – Cameron’s pet theme – to be “the big issue of our time”. By contrast, he describes Labour as “intellectually lazy, running on empty” and suffering from “a leadership void”. “I just don’t think of them as equipped to run the country,” he says.
 
It sounds as if Browne is preparing for a renewal of coalition vows after the next election. There are, he claims, Tories who would rather keep the current arrangement than go it alone and be held to ransom by maverick backbenchers. For these “moderate Conservatives”, the worst-case scenario at the next election is a small majority. “They would be beholden to the people on the right of the party, who have a lot more in common with Ukip than they do with David Cameron.”
 
In Browne’s view, there are between 25 and 30 Tory MPs who reject the Prime Minister’s authority. (“They actually like the idea of wielding their collective muscle to push him around.”) He says that, as a result, “The Conservatives would have difficulty governing in as stable a fashion as this coalition government has done with a majority of much less than 40 or 50.”
 
This is a rehearsal of the Lib Dems’ pitch at the next election. Neither of the two main parties, they will say, can be trusted to govern alone; both need leavening with a dose of Cleggism. It is an optimistic line from a party whose poll ratings languish in single figures. Ukip, I suggest, is now performing the function that the Lib Dems once had as the place voters go to express a rejection of the big Westminster parties.
 
Browne does not recoil from the comparison. Nigel Farage’s party, he says, is mimicking the strategy that the Lib Dems used to graduate from protest vehicle to potential party of government. Ukip is here to stay. “We are moving away from bipolar politics, where every opinion is corralled into two main parties, to a situation where more and more things are being unpackaged.”
 
Browne even argues that the Lib Dems and Ukip, despite competing for third place in opinion polls, represent a more precise account of the rival visions that politics offers Britain. “Essentially, the big choice the country faces is not really embodied that well by the two biggest parties: it is represented by the Lib Dems and Ukip. That’s where it’s thrown into stark relief.” He defines the contest as between “pulling the drawbridge up, erecting barriers to the outside”, and “being a welcoming, liberal, outward-looking, internationalist country that embraces the opportunities of globalisation”.
 
That means being more relaxed about immigration than British politics seems to allow. Browne describes himself as part of the “unfashionable minority” that celebrates the opening of British borders to EU workers from eastern Europe. “I don’t think there was a mistake. It was transformational in terms of Britain’s relationship with countries like Poland . . . It was in our foreign policy interest but, at a much more direct, micro level, there are lots of employers in my constituency and around the country who are full of praise for the contribution that Poles have made to their businesses and the economy more generally.”
 
Will the Lib Dems be so enthusiastic about the Romanian and Bulgarian migrants who will enjoy new freedoms to work in Britain from next January? “They’re only complying with the same rules as British people who live in Spain or have holiday houses in France, or who work in Germany.” Browne is quick to add the caveat that the influx has put pressure on public services, which accounts for much of the political backlash. “But I think if you look at the overall ledger . . . the positives outweigh the negatives.” 
Nick Clegg and Jeremy Browne speak with a police officer at the Stockwell Park Estate on April 25, 2013 in London. Photograph: Getty Images.

Rafael Behr is political columnist at the Guardian and former political editor of the New Statesman

This article first appeared in the 16 September 2013 issue of the New Statesman, Syria: The deadly stalemate

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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.

***

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.