The problem with welfare reform? It's the market, not the benefits cap

Labour should focus on reforming the market to support the vulnerable without being labeled as profl

Labour should focus on reforming the market to support the vulnerable without being labeled as profligate.

Amanda Jacobs (not her real name) lives down the road from me in Peckham. It's a classic inner London location where deprivation soars as high as the rents. The state pays £900 a month to keep her and her daughter in a tiny, damp flat with failing heating. With 20,000 people on the waiting list, there's not much chance of a council house, and the jobs she's qualified to do would almost certainly leave her worse off.

"I want to work, and I've been looking," she says, "But there's no way I could afford the rent if I lost my benefit, and I have to think about her (my daughter) -- I don't want her changing schools again."

Talking to Amanda, you can't deny that some of the right's critique is spot on. It's true that the threat of losing benefit stops you working. It's true that paying £192bn a year in welfare is outrageous when you're trying to decrease debt. And it's true that the public is running out of sympathy for families like hers. Perhaps that's partly why in a week when the Tories have been talking about capping benefit, they have gained a five-point poll lead over Labour.

So what does the left do? It would fail people like Amanda to follow the coalition and suddenly limit their benefits. As Randeep Ramesh helpfully points out, the government itself acknowledges that this move is likely to increase child poverty and detrimentally affect some disabled groups and even those in work. But the left will also fail people if it leaves them in a position where work doesn't pay.

The answer is not to simply accept a watered down version of the government's proposals that allow a higher cap for higher rent areas like London, or even to just exclude child benefit from the equation. The answer is to change the market as well as the state.

First, we need to understand that the disincentive to work doesn't just come from high benefits from the public sector. It also comes from low wages in the private sector. For most people on benefits, the only jobs available are low skilled, badly paid, insecure and part time. If you had a living wage, regular hours and a chance of rising up through a company, you would be more likely to come off benefits, not because of the threat of eviction, but because of the rewards of employment.

Second, you need stricter regulation on the scandal that is the private rented sector. There is no way that Amanda's flat is worth £900 a month. In a world where housing is limited and ownership concentrated, we need much tighter regulation that so far we're failing to get. Otherwise we're just wasting our money and vulnerable people are still living in substandard housing.

Finally, we also need to promote alternative models of home ownership that give people a stake in where they live. Co-operatives, mutuals and community land trusts need to be much more accessible. What's happening in Rochdale -- where they have just created the largest housing mutual in the country -- is interesting. The left should remember its past and learn from it.

So the problem with welfare reform isn't so much the benefits cap, it's the failure to look at the problems of the market as well as the state. What I wanted to get across on the Sunday Politics this week but didn't have space to, is that the Tories have nothing to say about this. Reforming the market is fertile ground for Labour if the party wants to support the vulnerable without being labeled as profligate. And perhaps most importantly, such measures wouldn't just support Amanda, they'd also leave her more empowered.

Rowenna Davis is a journalist and author of Tangled up in Blue: Blue Labour and the Struggle for Labour's Soul, published by Ruskin Publishing at £8.99. She is also a Labour councillor.
 

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.