Who still thinks Britain should join the euro?

Ashdown, Heseltine, Blair and others are rallying to the euro's defence.

Paddy Ashdown has a thoughtful piece in today's Times (£) making the counterintuitive argument that Britain would be better off if it had joined the euro. He argues that joining the single currency would have forced Britain, like Germany, to improve its economic competitiveness and maintain fiscal discipline since it would no longer have been able to devalue its currency or borrow to maintain living standards.

The weakness of Ashdown's argument is that the Stability and Growth Pact, which prohibits eurozone members from running deficits larger than 3 per cent, was repeatedly flouted by France, Germany and other European Union members, who went unpunished by the EU. There would have been nothing to stop Britain doing the same (or worse). But Ashdown's piece remains an important corrective to those who simply indulge in the politics of Schadenfreude.

Ashdown is one of several British europhiles who have rallied to the single currency's defence in recent days. Michael Heseltine declared yesterday that Britain would be forced to abandon the pound and join the euro "faster than people think". I've compiled a list below of prominent figures who continue to argue that the UK could join the euro. Do let me know of any I've missed.

'If you're looking at the very long term and assume the euro stabilises, we should certainly always keep the option open of doing it".

Tony Blair, 13 November 2011

"I think we will join the euro. I think the chances are the euro will survive because the determination, particularly of the French and the Germans, is to maintain the coherence that they've created in Europe."

Michael Heseltine, 20 November 2011

"So should Britain join the euro now? Of course not. But we should not exclude the possibility. This is what separates us from the eurosceptics. We still say that if it becomes in Britain's interest to join we should. They say that even if it were in Britain's interest to join we shouldn't.This could -- sooner than we think -- become much more than just an academic question."

Paddy Ashdown, 21 November 2011 (£)

"If and when the economic circumstances were right and to Britain's advantage, we should certainly consider doing so [joining the euro]."

Peter Mandelson, 14 November 2011

Certainly nothing is going to happen in the next decade but I find never say never in politics is a very good rule

"He [David Cameron] should say that while it was right for Britain not to join the single currency as it was previously constructed, if Germany were to act responsibly, Britain would peg sterling to a reformed euro and in the long run even consider joining the regime."

Will Hutton, 13 November 2011

"Certainly nothing is going to happen in the next decade but I find never say never in politics is a very good rule."

Ken Clarke, 25 July 2011

George Eaton is 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.

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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.