What would a progressive immigration policy look like?

The Conservatives' net migration target is wrong but the centre-left cannot ignore the question of numbers.

Eric Pickles’s comments about Romanian and Bulgarian immigration, followed by today’s intervention by Migration Watch on the same issue, have sparked another lively media debate about migration policy.

The government have based their migration policy on a target to reduce net migration to less than 100,000 a year, one they seem likely to miss, not least because they cannot limit migration from elsewhere in the EU. Ed Miliband has suggested that Labour’s approach to migration will go beyond the confines of immigration rules (as it must, in light of EU migration). His interventions in the debate have focused on how economic and integration policy can respond to migration.

But underneath the regular political and policy arguments lies a more fundamental debate about what migration policy should be seeking to achieve. The Conservatives’ answer is that the purpose of migration policy is to reduce net migration. That is appealingly simple, but bad policy and bad politics.So what might a centre-left alternative look like?

The first thing to say is that the most fundamental responsibility of governments of all political hues should be to ensure that migration policy is democratically accountable, governed by the rule of law (including human rights law), and effectively implemented. Of course, this is easier said than done, and is sometimes uncomfortable for those on the left, involving as it does both difficult conversations with the public and highly sensitive decisions about individual cases involving vulnerable people.

Beyond this very basic responsibility, there is plenty of room for debate about what governments should try to achieve with migration policy. Many people would agree that one important objective should be to secure economic benefits for the UK. Indeed, this was arguably the driving motivation behind much of Labour’s immigration policy when in government, and has been a key criticism of the coalition’s approach.

But a centre-left or progressive migration policy must aim to do more than simply respond to the needs of business. Migration policy must be part of a strategy to form the economy we want, not just a tool to service the needs of the one that we have. A progressive migration policy must also seek to manage the cultural and social impacts of migration, take particular care to avoid increasing inequality, and pay particular attention to the impacts on vulnerable groups. This means tackling migration’s impacts not only through immigration rules, but also through wider social policy. Labour did not do enough of this in government, particularly in response to rapid migration from Poland and other countries after 2004.

However, there is a risk that this kind of approach to migration policy loses touch with the core metric that concerns the public: the impact of policy on migration flows. This was the trap that Labour fell into after 2004, when dramatic increases in immigration exposed a policy approach that seemed to the public to be much to laissez-faire on the issue of numbers.

The Conservatives' net migration target is wrong (not least because it over-simplifies and ignores much about migration flows that is important), but that does not mean that anyone in the migration debate can ignore the question of numbers. It is not enough to set immigration rules and then take no view on the pace and pattern of migration flows that result. Even those who believe that migration has generally been a good thing for the UK should accept that this does not mean that more migration would necessarily be even better: both costs and benefits are non-linear.

People on all sides of the immigration debate should agree that accurate and timely data on the scale, nature and pattern of migration flows are essential for good policymaking. This data is something the UK currently lacks, which makes the current debate about net migration levels even less productive. It is also reasonable to expect politicians and policymakers to respond quickly to rapid changes in migration. The right response will not always be about the immigration rules (indeed, as with EU migration, there are many circumstances when it cannot be), but the public are right to expect government to take steps to manage the impacts of migration.

The right approach to migration policy is necessarily more complicated then the Conservative’s net migration target. But it is also common sense: have a democratic debate, set fair rules and enforce them, increase the benefits (economic and social) of migration while managing the costs, pay attention to impacts on the most vulnerable, and keep a weather eye on the numbers.

The devil is in the detail, of course, but perhaps if everyone in the migration debate could agree on the question, we would get better answers.

Sarah Mulley is associate director at IPPR

She tweets as @sarahmulley

Home Secretary Theresa May makes a speech on immigration at Policy Exchange on December 12, 2012 in London. Photograph: Getty Images.

Sarah Mulley is associate director at IPPR.

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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.

***

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.