Exclusive: Cameron breaks his Sure Start promise

20 centres have been closed since May 2010 despite Cameron's promise to protect funding.

Yes, we back Sure Start. It's a disgrace that Gordon Brown has been trying to frighten people about this.

David Cameron, 5 May 2010

The day before the general election, among other things, David Cameron pledged to protect Sure Start, the network of children's centres founded by the last Labour government.

Asked for a guarantee that the centres would continue to receive funding, he replied: "Yes, we back Sure Start. It's a disgrace that Gordon Brown has been trying to frighten people about this. He's the prime minister of this country but he's been scaring people about something that really matters."

Based on this answer, many reasonably assumed that Sure Start, like the NHS and foreign aid, would be ring-fenced from George Osborne's £83bn spending cuts. Indeed, at Prime Minister's Questions on 2 March 2011, Cameron told the House of Commons that Sure Start funding was protected and that "centres do not need to close".

Freedom of information requests by the New Statesman to the Department for Education, however, have found that 20 of the centres have closed since May 2010, including seven in Redbridge, three in Bromley, and two in Knowsley. The department was unable to tell us how many would close by 2015 but the figures suggest that hundreds will be shut down by the end of this parliament.

The reason for the closures is that, contrary to Cameron's protestations, Sure Start funding is not protected. Shortly after the coalition came to power, the budget for the centres was amalgamated into a new "early intervention grant", which also includes funding for programmes related to teenage pregnancy, mental health and youth crime. These programmes received nearly £2.8bn in 2010-2011 but, this year, they will receive £2.2bn - a real-terms cut of 22.4 per cent.

In an act of reverse redistribution, it is the poorest areas that will be hardest hit. Funding for Sure Start and related programmes is being cut by an average of £50 a child across England this year.

In some of the poorest areas of the country, including Tower Hamlets, Hackney, and Knowsley (where centres have already been closed), it is being cut by £100 a year. By contrast, in wealthier areas, such as Richmond, Buckinghamshire and Surrey, the cuts will amount to just £30 a child.

For a government that is ostensibly committed to social mobility to refuse to protect Sure Start is remarkable. Policymakers have long looked to schools and universities to narrow class differences but neuroscientists have since shown that the early years, when brain development is at its most rapid, offer the best chance to improve the life chances of the poorest.

Scandinavian countries, which have invested heavily in children's services for decades, now enjoy the highest rates of social mobility in the world. Tony Blair's decision to launch Sure Start in 1998 was an enlightened attempt to emulate that success. The current Prime Minister must explain, for the first time, why the coalition government is destroying this legacy.

A version of this article appears in this week's New Statesman.

Update: Labour have responded to the story here. Yvette Cooper, shadow home secretary and shadow for women and equality, said: "This is outrageous. David Cameron and education ministers promised us they were protecting Sure Start. But now we know that is rubbish. The 20 per cent cut they imposed on the budget which funds Sure Start is hitting services hard, and they are taking away help for families at the most important time in a child's life.

"Sure Start is one of the best things the Labour government introduced - supporting young families at the very beginning of a child's life so they feel the benefits for decades to come. So much for ministers' rhetoric about early intervention. These facts show a complete betrayal of David Cameron's promise, and a betrayal of parents and toddlers who depend on Sure Start to help their family get on."

 

Update 2: Wandsworth Council, Greenwich Council and Hackney Council have been been in touch to say that they have not closed down any Sure Start centres. The figures were obtained by a freedom of information request to the Department for Education. We are happy to correct the error.

George Eaton is political editor of the New Statesman.

This article first appeared in the 01 August 2011 issue of the New Statesman, The rise of the far right

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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.