How Blue Labour can outflank the coalition

There is a huge opportunity for Ed Miliband to borrow and adapt thinking from the centre right.

When political parties have been in government for a long time, they run out of new ideas. After their crushing defeat in 1997, it took an awfully long time for the Conservatives to even refresh their thinking. The process of intellectual renewal didn't begin in earnest until after 2001, when a new generation of think tanks were created to modernise the centre right.

Something similar is needed now on the centre left. A process of renewal is slowly starting. New groups like the Resolution Foundation are doing interesting work on stagnating wages. The Blue Labour project is interesting, as any group involving both James Purnell and Jon Cruddas is likely to be.

The problem is that this new thinking won't come to fruition for years yet. And that leaves Ed Miliband awfully exposed. Why not borrow and adapt some thinking from the centre right? There are plenty of opportunities to outflank the coalition.

I hear you groan. Of course, these days people are naturally suspicious of anything that smacks of "triangulation" or "outflanking". I understand why. Crass attempts to defeat your ideological opponents by turning yourself into them don't work in the long term. There is no point trying to out-racist the BNP. But there are a whole set of new ideas floating about on the centre right that can fit in with Labour voters' values.

Take the environment. Over the course of recent years, politicians have scrambled to catch up with the public, and have quickly cobbled together a framework of policies to be seen to be "doing something". Partly because of this scramble for headlines, our current set of policies are not particularly effective. We have some, like the climate change levy, which reduce carbon emissions at a cost of less than £4 a tonne. We have others, like feed-in tariffs and the renewable heat incentive, which do the same job, but at a cost which is orders of magnitude higher. (The feed in tariff is about £440 for the same tonne). Rationalising the higgledy-piggledy mix of overlapping instruments we now have would allow us to decarbonise more, at a lower cost. With energy bills now a front page issue again, and Labour voters most likely to feel the pinch, there is a huge political opportunity here: making things "greener and cheaper" is the winning position in the green debate. You could spend the savings on reducing fuel poverty.

Or think about welfare. Here, things are tricky. Public attitudes are often described by commentators as "tough". That's partially true, but is a rather superficial reading. It is true that there is a big political danger for Labour in being too associated with an uncritical defence of the welfare status quo. Voters quite rightly want to change a system that left 5-6 million working age adults on out-of-work benefits all the way through the long boom.

But there are public attitudes and policy opportunities that Labour can work with. The first is strong public support for the contributory principle -- the idea that those who make greater contributions will get more out of the welfare system. This was a core principle of the welfare state as designed by William Beveridge and Lloyd George, who regarded it as essential for both reasons of fairness and public support for the welfare state, and also to underpin incentives to work. But every time the UK has experienced fiscal problems, we have rinsed the contributory principle out of the system a little further, because it is politically tempting to hit those whose immediate needs are less severe. This process is still going on, and few people realise that the UK is an extreme outlier among developed countries in having moved so far away from this principle. Most other countries, from the US to Germany have contributory unemployment insurance at a higher rate than basic welfare payments.

Perhaps the most interesting concrete proposal to emerge from the "Blue Labour" discussions so far is a renewed interest in the contributory principle. But how to get from here to there? At Policy Exchange, we recently suggested allowing the creation of a personal welfare account that would sit above the new Universal Credit. However, that would take time and money to run up. As a first step, we could change things so that the conditions on receipt of welfare benefits (like the period in which you can turn down non-preferred jobs) were relatively more generous than for those with a record of national insurance contributions, compared to those without.

On crime too, there are relatively technocratic ideas floating around on the centre-right which Labour should be seizing on. Poor people are disproportionately likely to be the victims of crime. And polling by Lord Ashcroft suggests that crime has become the government's main vulnerability. The polls also show that the public are far "tougher" on crime than any of the main political parties are. But voters aren't thick either: given that money is tight, we need to be smart on crime, and use resources in the most effective way.

There are masses of things that could be done to improve the criminal justice system, which don't involve spending more money. Our prisons are awash with drugs, and the Metropolitan Police estimates that there are a thousand corrupt officers bringing them in. We will never make progress on rehabilitation until we sort this out. Prison work has been neglected and too few prisoners work. Meaningful work helps rehabilitation, and the money it would generate could be used to help victims and also to get prisoners to partially "pay for their stay." Community sentences are rightly regarded as a joke by the voters, because they fail to stop reoffending. We have proposed thaty they be replaced them with meaningful "work orders".

Despite Tony Blair's promise to be tough on the causes of crime, crime prevention efforts are still peripheral. And of course, there is much more that can be done to enable the police to do more with less: from the shift to individual patrolling (twice as many patrols for the same money) to the more targeted use of expensive warranted officers (they shouldn't be cleaning cars).

On schools, Labour needs a much clearer response to the coalition's expansion of the academies programme. Given that it was originally a Labour initiative, perhaps it is time to try and snatch the policy back. The new government has radically increased the number of academies by allowing existing schools to convert to academy status. And it has introduced new parent-driven free schools. But Andrew Adonis' original academies programme -- in which consistently failing schools are replaced by new schools -- is still up and running. Seven schools of this type, sponsored by individuals and institutions, opened in the first couple of months of this year. Unfortunately for Labour, the government are already moving to rebalance their agenda back towards the Adonis vision. Andy Burnham needs to move much quicker if he is going to grasp this opportunity.
Why not take Adonis' original concept and turbocharge it? Set the bar for failure far higher and aim to replace not tens but hundreds of schools that are failing less privileged children. You could push lots of public institutions to act as sponsors: every university in the country, for instance. If you wanted to make a political point and needle the Tories, you could push independent schools to act as sponsors too.

Trying to turn around a party after a long period in government is a tough gig, as William Hague and Iain Duncan Smith discovered. But there are all kinds of policy opportunities out there for Ed Miliband, if he chooses to take them.

Neil O'Brien is Director of Policy Exchange

Neil O'Brien is the director of Policy Exchange.

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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.

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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.