From Skintland to a United States of Britain

The hysterical debate around Scottish independence is harming independents

The Economist this week caused a bit of a stooshie north of the border by wading into the murky waters of the independence debate with a front cover that labelled an independent Scotland as "Skintland". Whether the SNP’s irate response to the article was individual petulance or co-ordinated political manoeuvring, we’ll probably never know.

What the Economist does spell out is that the hyperboles of neither side are true. Scotland has excellent resources and would not be an "impoverished backwater". Equally, there are not boardrooms full of investors waiting eagerly on the edge of their seats for Alex Salmond to usher them into his socio-democratic paradise.

If the economics are just about even, then, why all the fuss?

Because secessionist movements are not economic. A recent book by two MIT Economists concludes that the optimal size of a country is a trade-off between the benefits of being big (not enough of the current debate has focused on this) and the costs of heterogeneity. Voters want a government who represents their cultural and social beliefs. It is clear that a large number of Scots have felt disenfranchised by sneering, plummy Westminsterites for generations; but this narrow view disregards those many Scots who are proud to be both Scottish and British and who want to stay a part of the Union for the same non-economic national pride that the Nationalists claim a monopoly on.

The debate – an ideological one hidden behind the false pretence of economics – is reminiscent of the USA’s recent primaries, where king-making independent voters are forced to listen to months of diatribe before getting down to the (hopefully) more rational Presidential election.

And just like in America, voters who would prefer a pragmatic, economic solution for the UK are instead being offered two increasingly polarised options.

But there is an alternative.

Of the SNP's "seven key strengths" plan – released hastily in response to Skintlandgate – all seven would be attainable under devo plus/max, yet there is no mention of these options in the Economist article.

Most independents (a poor choice of word in this case) would probably welcome further fiscal powers for Scotland within the Union, preserving the benefits of size and free movement of goods and labour whilst allowing the Scottish Government to provide a more tailored basket of public goods. Indeed, fiscal decentralisation in Scotland offers a rare opportunity to make many better off without making others worse off. But the rub with this can be found in another Economist article two weeks previous:

Scotland, given the power to lower corporation tax. . . will suck investment and jobs from below the border.

There is evidence that this "beggar-thy-neighbour" approach is already happening, with companies such as Amazon awarding large contracts to Scotland over north England thanks to the good (generously funded) work of Scottish regional development agencies (RDAs), which were abolished in England to its detriment. Provided UK growth policy continues to focus on the South East – the SNP’s main, justifiable argument – devo plus/max will breed resentment and inequality in the rest of the UK’s peripheries. For this reason, a fiscally decentralised four-state solution would also be unfeasible.

What is required is a bottom-up model for the UK: Further fiscal decentralisation of the four nations alongside the regions of England; elected regional assemblies with tax-and-spend powers and well-funded RDAs; all backed up with the monetary largesse of the British State and the safety net of central transfers to underperforming regions. In short, a federation. This would allow Britain to rebalance via a productivity-driven, regional-growth model whilst maintaining an historic 300 year old Union and – although no-one seems to mention it – avoiding a costly, messy secession.

It is fitting, then, that as the polarised rhetoric on both sides of the independence debate begins to emulate American politics, the best solution for our constitutional future might lie in a United States of Britain.

The Economist "skintland" cover, which was in no way deliberately provocative

Dom Boyle is a British economist.

Getty
Show Hide image

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.