How the left can be radical without spending money

Balls's speech made way for a new agenda that is profoundly exciting.

Balls's speech made way for a new agenda that is profoundly exciting.{C}

Ever noticed how shutting one door can open another? This week Labour's staunchest champion of growing our way out of the deficit acknowledged that he could well be making cuts in 2015. The left, personified by Owen Jones and Len McCluskey, were up in arms. They think we've lost the possibility of being radical. I say we've opened it up.

The modern left frequently makes one mistake. They assume that the most significant means government has of transforming lives is through taxing and spending, traditionally known as the "demand" side of the economy. They have left the supply side - the rules that govern the price of labour and capital - to the right.

But what if, at a time of pressure to reduce government spending, the left could develop an agenda for the supply side of the economy that delivered meaningful change?

It's not surprising we're sceptical. Because the right have dominated such policy in the past, such an agenda is associated with smashing unions to decrease the cost of labour, deregulating capital to enrich the fortunate or privatising at the expense of quality.

But supply side policy doesn't have to be regressive. It's just a tool that's been used in the wrong way. Most recently, Ed Miliband has been talking about a number of supply side policies that are courageous, imaginative and proudly consistent with the values of the left.

The most high profile example is his attack on certain energy and transport companies. We know that these markets are sown up, so increasing competition and regulation will deliver a fairer result. The living wage is another example. Government contracts that build in apprenticeships and local investment is another. The High Pay Commission's work on wage transparency and shareholder representation on boards is another. Cutting down on corporate tax havens as Miliband just outlined is another. Breaking up the banks takes this one step further.

Although it needs sexier branding, these supply side policies are all part of what Miliband calls "responsible capitalism". It's why Blue Labour is interesting.

These policies have three big advantages. First, they don't cost anything. Second, they make people's lives better. Third, they are much closer to where the public is at. I appreciate the arguments made by Owen Jones, but I don't think he has appreciated the scale of anger there is about a perceived waste of public money by Labour in the good times.

As someone who remembers what it was like to not have enough chairs in their classroom, I'm never going to apologise for investing in schools, and you'll never hear me say that government spending isn't essential and necessary. But waste on IT contracts, PFI and middle managers? I'm happy to apologise for some of that.

And as Ed Balls said this week, a true Keynesian is sometimes a hawk. If you genuinely believe we should be running a programme of increased spending now, then you have to acknowledge that we should have spent less when the economy was booming. The idea that Keynesians believe in high spending throughout the cycle misses the point completely.

So let's not get confused - Labour is still saying that we should cut less fast and less deep now, but with the OBR estimating we'll be 18 per cent poorer as a result of the recession, the state will be smaller once we're out of this mess. And that means a progressive supply side agenda.

If we do that, then Ball's speech wasn't a sign of giving up and following the Tories slowly back to the middle ground. It was a necessary part of gaining credibility with the public to make way for a new agenda that is profoundly exciting. Interestingly, it's one that Miliband is leading, not the shadow chancellor. The left shouldn't abandon ship, it should get on board.

Rowenna Davis is Labour PPC for Southampton Itchen and a councillor for Peckham

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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.