UKIP stokes fear over Bulgarian and Romanian immigration with countdown clock

Ahead of the removal of restrictions on immigration from the two newest EU member states on 1 January 2014, UKIP puts the Tories under pressure.

After Eric Pickles said at the weekend that immigration from Romania and Bulgaria would "cause problems" and could lead to housing shortages, UKIP has wasted little time in exploiting the issue. The party has added a clock to its website counting down the days until 1 January 2014, the moment when transitional controls on migrants from the two newest EU member states expire.

With European elections due to be held in June 2014 (a ComRes poll at the weekend put UKIP in second place on 23 per cent, a point ahead of the Tories), the party intends to make it a major campaign issue. As polling by Lord Ashcroft recently showed, a significant chunk of UKIP's support derives from concern over immigration.

The removal of immigration controls on Bulgaria and Romania is unlikely to lead to an influx comparable to that from the eastern European accession countries in 2004 (the Labour government forecast that just 13,000 a year would emigrate to the UK; the actual figure was 300,000). As Scott Blinder, the director of the Migration Observatory at the University of Oxford, notes in a piece for Comment Is Free, "Romanians and Bulgarians have had open access to the UK, if not its labour markets, for six years already, so many of those who would be interested in travelling to and living in the UK have already come".

In addition, unlike in 2004, when only the UK, Ireland and Sweden opened their labour markets to new EU arrivals, in 2014, all EU member states will do so. As many, if not more, Romanians and Bulgarians will migrate to Italy and Spain, where large diaspora populations already exist, as to the UK. Finally, while the combined populations of the 2004 accession countries is around 70 million, Romania and Bulgaria have 29 million people between them, limiting the potential for mass immigration.

But with Cameron powerless to act in the event of a larger-than-expected migration (EU law guarantees the free movement of people), UKIP has every incentive to maximise the PM's discomfort.

UK Independence Party leader Nigel Farage. 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.