Cameron's EU stance is unsustainable and the sceptics know it

The EU-lite deal he imagines to keep the best of both worlds can't be done.

David Cameron would not campaign for a “No” vote if the British people were asked in a referendum if they wanted to stay in the European Union. That is one of the main news items to come out of a wide-ranging interview the PM has given to the Daily Telegraph at the start of the long summer recess.

At one level, it isn’t that much of a surprise. In a long parliamentary debate after the last European Council summit, Cameron expressed, albeit in fairly delicate terms, the very same point. He indicated that he doesn’t want to hold a referendum now, because the nature of the EU is changing rapidly in response to the single currency crisis. He would rather wait to see what institutional adjustments and treaty changes emerge, use those amendments to negotiate a different, looser relationship with Brussels and then perhaps consult the nation on whether his preferred EU terms are acceptable.

It stands to reason that he expects his negotiations to be successful, or at least that he would only dare hold a referendum if he thought he had wangled a decent package, including “repatriation” of powers. So, by extension, he would be selling a deal with his name on it. Naturally he would then campaign for a “yes” vote.

The curious thing is that he has chosen to spell it out again now in black and white. Anyone familiar with or who cares about the way EU diplomacy actually works knows it would be an affront for an incumbent British PM to go around advertising in advance that he might campaign for complete exit. And those who think exit is the only serious and desirable option already suspect Cameron of being a bit of a Brussels quisling. So the only thing this interview line can achieve is rubbing the sceptics’ noses in the fact that they don’t have a friend in Number 10. An odd choice, given the difficulties Cameron already has with party management.

But the real problem Cameron has with all this stuff is the complacency (or naivete?) in thinking he will get a renegotiation deal that will satisfy the Tories. The argument usually deployed is that Britain is a desirable market for our European neighbours and a purchaser of their goods and services. Ergo, they will want to keep us on side and will acquiesce to our demands.

There are two problems. First, diplomacy can trump economics in Europe. Cameron has persistently underestimated how fed up the rest of the continent is with the UK’s half-hearted engagement – the in/out “hokey-cokey” approach. This goes back way further than the current government. The Germans in particular are said to be impatient and their appetite to meet London’s needs is diminished further by conspicuous Schadenfreude among Tories over the failings in the single currency project. The British message in Brussels at the moment boils down to: “We’re sorry that you’ve made a right hash of everything. We did warn you. It’s not really our problem, except when it impacts on our growth. So could you please sort it out. Follow policies of deeper integration, which we despise and would never pursue ourselves and then, when you’ve finished, could we please have a whole bunch of social policies back plus other yet-to-be named dispensations? Oh, and by the way, we’ll veto your treaties unless you give us what we want. And did we add that we won’t surrender any control over the terms of the single market. We must stay at the top table at all times. Is that ok?”

A Whitehall source, who has discussed these things with senior figures in Angela Merkel’s office, recently ran this proposition past German counterparts and reports that: “The answer is ‘no’”. Of course it is.
 
Second, even if Cameron negotiates some nominal repatriation of powers – a looser arrangement on paper – and even if he secures formal guarantees that our status in the single market is preserved, he can’t deliver that protection in practice. He can do nothing about “caucusing”. This is the process by which members of a new, ultra-integrated, consolidated Eurozone turn up at wider EU summits with pre-agreed positions that can be voted through, whether Britain likes it or not. In other words, Cameron could have a piece of paper saying the UK will not be disadvantaged in the single market and wave it around like crazy when he steps off the Eurostar, but it won’t matter because we’ll be marginalised when it comes to the detail of all subsequent rule changes. The sceptics understand this perfectly well and so won’t be fooled by any “renegotiation”. They will still want out.

So really Cameron’s message is that he can’t give his party what it really wants on Europe and he won’t pretend that he can. That is a brave line to take given the current mood of the Conservative benches.

PS. For further reading on UK relations with the EU, by far the best thing published recently is this excellent Centre for European Reform pamphlet by David Rennie of the Economist.

David Cameron said he would not campaign for a "no" vote in an EU referendum. Photograph: Getty Images.

Rafael Behr is political columnist at the Guardian and former 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.