Cameron's EU referendum may never happen

It is odd to speak of an EU referendum as inevitable when few believe the Conservatives will win a majority at the next election.

Yet again this morning, David Cameron was interviewed about a speech on the EU he still hasn't given. Asked on the Today programme whether the over-hyped address had been completed, Cameron said it was "finished and ready to go" (subsequently amending this to "largely finished").

Once again, he said that he would seek to reach a "new settlement" with the EU before seeking the "consent" of the British people for the changes, a clear promise of a referendum. In his speech, which is now due to be delivered on 23 January (having been pushed back from 22 January in order to avoid clashing with celebrations to mark the 50th anniversary of the Élysée Treaty between France and Germany), Cameron will say that after the next election, a Conservative government would seek to repatriate significant powers from the EU before offering the voters a choice between the new terms and withdrawal.

As such, a referendum is now viewed by most as inevitable. Yet this pledge is dependent on an outcome that increasingly few believe is likely: a Conservative majority at the next election. A reformation of the coalition would likely scupper any plans Cameron has to bring back major powers from Brussels. In addition, it is unclear how Cameron will respond if he proves unable to secure the changes he wishes to see. This morning, he simply told John Humphrys: "I'm confident we will get the changes that we want, we'll have a new settlement and then we'll put that to the British people." Given the obstacles to a referendum, it is surprising how many now speak as if it is a certainty.

Neither Labour nor the Liberal Democrats will immediately match Cameron's pledge to hold an EU referendum, both arguing that it makes no sense to discuss a public vote until the eurozone crisis has been resolved. However, it is also true that they are unlikely to allow Cameron to go into the 2015 election as the only party leader willing to offer the public a say on Europe. The Lib Dems have previously supported an in/out referendum, while senior Labour figures, including Jon Cruddas and Jim Murphy, both argue that a vote should be held at some point in the future. In all probability, then, an EU referendum is coming. But no one should assume it will be Cameron who holds it.

David Cameron speaks during a press conference at the EU headquarters on December 14, 2012 in Brussels. Photograph: Getty Images.

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.