Coalition should "come clean" on child poverty

Even the government doesn't think it can meet its own targets. A new plan is needed.

In his first speech as the government's child poverty adviser, Alan Milburn today told the coalition to "come clean" on the impossibility of meeting the poverty reduction targets enshrined in the 2010 Child Poverty Act. The challenge of reducing child poverty to less than 10 per cent by 2020 has been laid bare by analysis revealing the heavy work done by tax credits in raising family incomes above the poverty line over the last 15 years. Work did not do enough: parental employment rates rose considerably over this period but low wages limited the contribution of paid work to reducing family poverty.

This is now the central challenge for the child poverty agenda: how to reduce poverty when the only tool that been shown to be effective -- more generous cash transfers -- is no longer available on any meaningful scale. The task is made harder by analysis highlighting the contribution that women's paid work has made to rising family incomes over the last few decades. This source of income is likely to diminish as public sector jobs are lost and support for childcare is reduced for some families. As a result, the Institute for Fiscal Studies has stated that it's "almost incredible" that the child poverty targets can be met as they stand.

So Alan Milburn is right to challenge both the coalition and Labour to get real about child poverty. The Chancellor's Autumn Statement, featuring cuts to tax credits that will push 100,000 more children into poverty, implicitly confirmed that the government doesn't think it can meet its own targets either. But officially the coalition remains committed to the 2010 Act, so it needs to say where it will focus its efforts. Milburn makes a strong case for prioritising the under fives, ensuring that no child is born into poverty. If we cannot afford to lift all children out of poverty, concentrating on the youngest gives them the best chance to flourish later in life.

The importance of raising incomes in poor families is obvious, but families also need good quality services to give children the best start. There is no "either/or" deal here. Milburn's call for the coalition to set out a long-term plan to deliver free childcare for all families is right. IPPR research shows that universal childcare could pay for itself over the medium-term once the extra taxes paid by working parents are taken into account, while the extra earnings would help lift many families out of poverty. A mechanism for enabling childcare spend to contribute towards the child poverty targets would drive a duel strategy of investment in incomes and services. In the longer term, labour market reforms that support higher wages for parents would take some of the burden off the benefits system.

The public's ambiguous support for ending child poverty demonstrates the failure of this agenda to resonate with families. Milburn's broader plea to locate the child poverty debate in a wider discussion of economic security is spot on. Few families are continually stuck in deep poverty, but many move in and out of poverty as short-term jobs come to an end or families grow. Free childcare, flexible working opportunities, decent wages and job security matter for most low-to-mid income families, not just the poorest.

Kayte Lawton is a senior research fellow at the IPPR

Kayte Lawton is senior research fellow at IPPR.

Getty
Show Hide image

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.