How Miliband can take the heat out of the immigration debate

The Labour leader must be truly ambitious on pay and working conditions.

Immigration played a key part in Labour’s defeat in 2010, becoming the frame through which many people comprehended and linked together a vortex of economic and social anxieties. Before the election, Ipsos MORI found that just six per cent of those concerned by immigration thought Labour were the best party on the issue. But Labour under Ed Miliband is never going to win a head-to-head contest that focuses narrowly on immigration numbers. Trying to out-flank the Tories to the right would simply lack authenticity and plausibility, and further alienate people from politics.

The Labour leader must also side-step a trap the Tories would like to set, where he gets positioned as a soft, metropolitan liberal. Miliband may be more softly spoken than the tough, no-nonsense home secretaries of the mid New Labour years, but his views on immigration should not be mistaken for permissiveness. His generation have no appetite for a 1980s-style cult of victimhood.

Instead, Miliband is reaching towards a policy for immigration that may include a dose of social liberalism, but also views migration through two other lenses – both of which are key to his worldview more widely: his prioritisation of economic inequality, and an emphasis on strong communities as vehicles for morality, culture and connection. Miliband can talk about people’s immigration concerns but also quickly widen-out the conversation, to take it into terrain where he can push home an advantage, using his egalitarian and communitarian convictions.

The challenge for the left, is to create the conditions in which immigration concerns can subside so that they no longer taint other political debates. In thirteen years of government, Labour learnt that concerns about immigration will not dissipate if you simply ignore the problem. Miliband has already been upfront about immigration in two important ways. First, he has loudly and publicly accepted Labour’s failure to anticipate the huge influx of central and eastern European migrants. Second, he has strongly criticised the coalition for failing on in its own terms, both in relation to policing the UK border and achieving its cap on net migration.

He can now argue (in a way that New Labour globalisers never could) that if migration is not working for the bottom and middle then it is beside the point whether it is good for GDP. The best way of saying that Labour is sticking up for low-income communities is by being truly ambitious on pay and working conditions. Miliband should return to the radicalism of his leadership campaign and embrace a national living wage and also push for sector-wide pay rates in migrant-heavy industries. In short, every job in Britain must be “good enough” for British people to want.

Alongside decent pay and conditions Labour needs a tough message that there will be a zero-tolerance on under-cutting by unscrupulous employers and be ready to pick fights with employers and agencies who recruit migrants first, over and above British unemployed. The party could consider placing new requirements on big business to take more responsibility for their supply chains or raise the prospect of discrimination claims where firms have all-foreign workforces. This would all tie-in well with a ‘tough-love’ message for people who are long-term unemployed; that Labour will guarantee the availability of jobs, but that everyone has a responsibility to accept them.

But Miliband also needs to go beyond the economic and talk about culture and values. He can avoid any talk of imposed assimilation – but he must still emphasise responsibilities and shared values, with respect to personal behaviour and to how people establish themselves in broader communities. When previously in office, Labour pursued this agenda with English language requirements and the beefed up citizenship process but these national rules alone are too abstract and transactional.

Labour needs to think through how to bring to life its instincts about migrants’ rights and responsibilities locally, in the context of place and communities. Miliband should explore the scope for ‘contracts’ – real and implied – between newcomers and the communities they are settling in. This would start with a much more hands-on role for local authorities, who should feel empowered to develop detailed plans in areas of high migration. Ideas might range from encouraging with poor English to take part in family education programmes through to mandatory requirements for newcomers to make (achievable) community contributions before being eligible for social housing.

Of all political issues, migration triggers the greatest insecurities and the most political distrust. Vagueness and good intentions will not do. But if Miliband is able to turn his ethos of responsibility into specifics, he can succeed in taking the heat out of the debate.

The Shape of Things to Come: Labour’s New Thinking is published by the Fabian Society on Wednesday 27 June

Miliband must avoid being depicted as a soft, metropolitan liberal. Photograph: Getty Images.

Andrew Harrop is general secretary of the Fabian Society.

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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.