The New Statesman endorses Ed Miliband

Why we’re backing the younger brother for the leadership of the Labour Party.

I am pleased to inform you all that the New Statesman has decided to back Ed Miliband for the Labour leadership.

But let's be clear: we believe that both Miliband brothers would make decent, able and progressive prime ministers, and could lead Labour to victory over the Con-Lib coalition at the next election. And there was much debate, discussion and agonising here in the New Statesman offices, with different members of the team backing different candidates.

In the end, however, we agreed that Ed Miliband best represents the historic ideals, values and ambitions of this magazine.

From this week's leader (which hits the newsstands tomorrow):

So far, of all the candidates, it is Ed Miliband who has been most prepared to challenge New Labour orthodoxies, to use a different kind of language. He advocates a Labour agenda that is confident, forceful and empowering, committed to greater freedom, social justice and, above all else, reducing inequality.

The primary task of the next Labour leader has to be to develop a political economy that addresses the fundamental inequalities and inequities that have blighted British society for so long -- and which will only worsen as the Con-Lib coalition's doctrinaire spending cuts begin to bite. To talk of tackling social mobility, as coalition ministers do, without addressing the ever-widening gap between rich and poor, is disingenuous. The fight for a more equal society has to become a priority again and Ed Miliband understands this (see his column on page 21). Witness his living wage campaign, his proposal for a high pay commission and his insistence on keeping the new top rate of tax for high earners.

Ed Miliband also understands that the Labour Party must once more become part of a much larger and wider movement for change -- a true movement, transcending class divisions and geographical boundaries. Rightly or wrongly, he is less contaminated than his brother and Ed Balls by the fallout from the radioactive Brown-Blair wars. With the exception of Diane Abbott, he has been most robust in denouncing the Iraq war as a great wrong, a moral failure. He has placed civil liberties and the restoration of freedoms lost during Labour's 13 years in office at the centre of his campaign. On constitutional reform, he supports the Alternative Vote, if not full proportional representation, and is an instinctive pluralist.

But our editorial position should not be seen as an attack on the other candidates and, in particular, David Miliband and Ed Balls, as the leader goes on to argue:

Our endorsement of Ed Miliband is not a rejection of his brother, nor indeed of Ed Balls. Mr Balls in particular has been impressive during this contest. As an astute and experienced economist, he is the most numerate of all the candidates. As the coalition has already discovered, he is a formidable opponent, unrelenting and forensic . . . The contest, however, is a two-horse race. David Miliband deserves his title of "front-runner". Despite his mistaken support for the catastrophic invasion of Iraq, the elder Miliband has the intellect, eloquence and experience to be Labour leader and prime minister.

The leader concludes:

The elder Miliband remains the bookies' favourite, the best-funded candidate, with the support of the New Labour establishment and much of the right-of-centre commentariat. For all of this, the race is open. Voting begins on 1 September and we urge all undecided MPs and MEPs, and Labour Party and trade union members, to vote for Ed Miliband. He is the "change candidate" who has the greatest potential to connect with a wider electorate and especially with those politically engaged young people, internationalist in outlook, who have lost faith in conventional Westminster politics but yearn for a more democratic, fairer and freer Britain. Labour needs a bold, charismatic, compassionate and visionary leader to renew the party and begin the journey back to government. Ed Miliband has shown us he could be that leader.

So will Ed M win? That's the $64,000 question. I have a hunch that Ed will win it by the narrowest of margins, thanks to transfers of votes from Balls, Burnham and Abbott supporters.

But it's just a hunch. That's all it is. Like the general election result, which all the pollsters and most of the commentariat got wrong, this Labour leadership race is too close to call. The party hasn't had a leadership election in 16 years -- and, back in 1994, Tony Blair had no credible rivals. And the 2007 deputy leadership election is a reminder of how second preferences can make all the difference.

Let the voting begin!

Mehdi Hasan is a contributing writer for the New Statesman and the co-author of Ed: The Milibands and the Making of a Labour Leader. He was the New Statesman's senior editor (politics) from 2009-12.

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.