David Miliband rules out early shadow cabinet return

Former foreign secretary insists: "I made the right decision last year."

As the Guardian's Andrew Sparrow notes, David Miliband has given an interview to local paper The Journal in which he again rules out an early return to the shadow cabinet. Asked if he would take a job on the frontbench, he said:

I say the same thing always to everyone, which is that I think I made the right decision last year. I promised I would give Ed the space to lead the party as he sees fit, I wasn't going to be part of a soap opera. And so I am here to support the party and support the leadership.

But in case you missed it here is this week's New Statesman leader on why the elder Miliband should come in from the cold:

In a moving and poignant interview with Jonathan Derbyshire on page 54 of this week's issue, the New Labour pollster Philip Gould, who is dying, reflects on the fractious relationship between Tony Blair and Gordon Brown and the one between Ed Miliband and David Miliband. "Gordon lost to a metaphorical brother," he says, "[but] David lost to an actual brother."

Mr Gould has spoken of his desire for David Miliband to return to front-line politics and to work with his brother to fulfil his dying wish - the election of a new Labour government. He is right to do so.

It was right for Mr Miliband, who served with distinction as foreign secretary from 2007 to 2010, to step down from the shadow cabinet after he was narrowly defeated by his brother in last year's leadership election. In his own words, he feared "perpetual, distracting and destructive attempts to find division where none exists". But one year on, it is clear that the return of the elder Miliband would be a huge help rather than a hindrance to Labour.

His return would encourage a significant section of the party, not least the 104 MPs who voted for him, to lend their unequivocal support to Ed Miliband. So long as their "lost leader" remains out-side the shadow cabinet and on the back benches, some will be reluctant to do so. Moreover, the speeches and articles he has written in recent months have reaffirmed his status as one of the party's best and brightest thinkers. On matters from the NHS to multiculturalism to the crisis of the European centre left, David Miliband has demonstrated a rare clarity of purpose. The talent pool of British politics is far too shallow for him to linger on the back benches and in the directors' box at Sunderland Football Club.

The differences between the brothers are largely of emphasis, not principle. They are committed to the former chancellor Alistair Darling's plan to halve the deficit by 2014 (although Ed has adopted a 60:40 ratio of spending cuts to tax rises, rather than the original 70:30 split). David's correct assertion that Labour should have founded the Office for Budget Responsibility does nothing to alter this.

The characterisation of David Miliband as a "Blairite" is wrong. Many know that he served as head of the No 10 Policy Unit during the Blair years, far fewer that he left because he was considered insufficiently reformist. In a long interview with the NS editor, Jason Cowley, in early 2009, he memorably spoke of the "red thread" that should run through all Labour policies; and in the leadership election he advocated a series of progressive policies, including ending charitable status for private schools, extending the bankers' bonus tax rather than raising VAT and supporting Vince Cable's proposed mansion tax on homes worth over £2m.

It is incumbent on those who call for Mr Miliband's return to pose the question of what job he should do. Having served as foreign secretary for three years, he will have no desire to shadow William Hague. He would make a fine shadow chancellor (and was offered the post after his brother's election) but it would be foolish to move Ed Balls, who has proved an effective foil to George Osborne, at this stage of the political cycle. The solution, perhaps, is to create a new policy-focused role for Mr Miliband, analogous to the position held by Oliver Letwin in the coalition government.

There are encouraging signs that Labour is renewing itself. On page 45, Stewart Wood, one of Ed Miliband's chief strategists, sets out an intellectual route map for the post-neoliberal era and argues that the party must "rewrite the rules that govern how Britain works". Labour is fortunate to have Lord Wood, a recently created peer, in the shadow cabinet.

In ambition and scope, Ed Miliband's political project is potentially as significant and as bold as the reform pursued by Margaret Thatcher and her Hayekian allies in the 1970s. Just as Mrs Thatcher shifted the centre ground of British politics to the right, so Mr Miliband now hopes to pull it leftwards. He will be best served in this endeavour if he has his brother alongside him in a shadow cabinet of all the talents.

George Eaton is political editor of the New Statesman.

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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.