Leader: Miliband must not "shrink the offer"

The Labour leader should resist those urging him to take the incrementalist path and offer fundamental reform of the economy and the state.

After Ed Miliband delivered his speech at this year’s Labour party conference, pledging to freeze energy prices if elected, many predicted that the promise would unravel within days. Yet two months later, he retains the political advantage. Growth has returned, with the economy expanding at its fastest rate for six years, but Mr Miliband’s success in shifting the debate towards living standards, which have continued their decline, means the Conservatives have not benefited. The Tories remain torn between seeking to match his offer and desperately seeking to refocus attention on their preferred terrain of the deficit.

The Labour leader’s success was no accident. As Rafael Behr writes in his essay on “Milibandism” on page 32, his policies are underpinned by “a consistent analysis of what is wrong with Britain”. It was on the day after his election as Labour leader that Mr Miliband first used the phrase “the squeezed middle” and was widely mocked. It has proved to be of enduring relevance as the disconnect between the national income and voters’ incomes has become clearer. After stagnating in the years before the crash, real wages have fallen for 40 of the 41 months since the coalition government took office (the exception being April 2013, when high earners collected their deferred bonuses in order to benefit from the reduction in the top rate of income tax). The Labour leader was similarly derided for his interest in concepts such as “responsible capitalism” and “predistribution” but commentators have been forced to acknowledge their significance as they have been translated into the crunchy detail of policy.

With Labour’s poll lead and his personal ratings improving, Mr Miliband can speak with justified confidence of forming the next government. However, if his positioning has created opportunities for Labour, it has also created dangers. Mr Miliband has come under internal pressure to “shrink the offer” and put forward a modest manifesto that limits the room for attack by political opponents. A conflict has opened up inside the leadership between those who believe that the crisis of 2008 demonstrated the need for fundamental reform of the economy and state and those who believe there is little that cannot be resolved through the resumption of growth and the harnessing of its proceeds for public services. It is a battle of ideas between hard and soft reformers. And the choice facing the party is between the transformative politics of Blue Labour and the transactional politics of its Brownite antithesis.

Mr Miliband must side unambiguously with the former. The New Labour years demonstrated the limits of both an unbalanced economy over-reliant on the City and a bureaucratic state indifferent to public-service users. Because of the large fiscal deficit that a Labour government would inherit, reform of both is not just desirable but essential. As Jon Cruddas, the party’s policy review co-ordinator, noted in his speech on “one nation statecraft” in June, “Labour will inherit a state that in many areas has reached the limit of its capacity to cut without transformational change to the system.”

This means devolving power downwards from Whitehall and reorienting services such as the NHS around prevention rather than just cure. Andy Burnham’s proposal to integrate physical, mental and social care into a single budget and single service is perhaps the best example of the kind of reform required. By allowing more patients to be treated outside wards and freeing up to 40 per cent of beds, an integrated service could save the NHS around £3.4bn a year. But as a result of the structural reform required and the upfront costs involved, those in favour of a minimalist manifesto have sought to sideline the idea.

Here, as elsewhere, it is time for Mr Miliband to honour the bold rhetoric that won him the leadership in 2010 and this publication’s support. The Labour leader does not aspire merely to be an efficient manager of capitalism but a reformer in the mould of Attlee and Thatcher. He should resist those urging him to take the incrementalist path.

The Labour leader has come under internal pressure to "shrink the offer" and put forward a modest manifesto. Photograph: Getty Images.

This article first appeared in the 20 November 2013 issue of the New Statesman, iBroken

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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.