The end of pledge-card politics?

No, but it’s struggling to catch up with the challenge of 2015.

The next election will see a battered electorate in need of economic and social respite confronted by a political elite woefully lacking in resources and public trust. Never in recent times will so much be asked from leaders who have so little to respond with.

The result is starting to pose interesting questions about some of the familiar features of electoral politics – one of these is the entrenched cult of pledge-card politics and the type of statecraft that underpins it.

The art of boiling down an entire election pitch to easily marketed bite-size promises – "short and catchy" as Peter Mandelson used to put it - reached its zenith in the UK in 1997 and has dominated subsequent campaigns even if the pledges have paled over time. Looking back there was an inverse rule between the size of the pledges and what they succeeded in communicating. In 1997, some of the commitments were certainly modest yet still managed to say something significant about the character of the future Blair government (not least by specifying where resources would be found to pay for new spending). By 2005 they were bigger, baggier and blander; communicating far less. As for 2010, there is possibly no-one in the country, including the authors, who could now recount Labour’s key promises.

It would be wrong, of course, to read too much into pledge cards themselves. For some they are simply an essential part of political communications that can be largely divorced from deeper questions of how the state is governed. But like it or not, they are a leitmotif of the nature of politics and reveal something about how our leaders view the relationship between the state, civil society and individuals.

And on that basis, questions are being asked. One query concerns semantics: for a cynical electorate a ‘pledge’ is simply something that is made today in order to be broken tomorrow. The currency has been devalued, if not yet debauched. Another set of doubts concerns the lack of suitability of pledges which reflect a ‘state delivery’ mode of politics (itself rooted in a period of rising public service provision) for an austere era which will be more characterised by taking from, rather than giving to, the public. If 2010 was the first – if largely faux – election campaign in which steady growth was viewed as being a highly uncertain prospect, with the rising tide of public spending likely to recede, then 2015 will be completely dominated by these themes. Just as policy will need to change to reflect new times, so will the appendages of election campaigns.

Others contend the problem with pledge-card politics is structural, not just cyclical. They wish to call time on the whole notion that the primary task of democratic politics is to ‘make offers’ in response to immediate voter demands. Matthew Taylor, author of Labour’s 2005 manifesto and no innocent when it comes to elections, now argues that just as the mood turned against the belief that short-term profit maximisation is the most effective way of running business, so there is growing disillusionment with the idea that elections should be reduced to competing check lists for voter gratification.

Which doesn’t, of course, mean ignoring underlying public sentiment, it just registers scepticism about entirely poll-driven accounts of ‘what the electorate wants’. Over-hyped promises that often aren’t fulfilled, made by leaders you have little faith in, treating you like a passive recipient of central beneficence rather than an agent of change: it hardly captures the post-crisis political sensibility.

Part of this apparent shift in thinking within parts of the centre-left can be attributed to the familiar rhythm of opposition parties temporarily warming to the appeals of localism. And there is a palpable desire to be seen to retreat from the high-water mark of statism that Labour was seen to have reached by the end of its period in office.

But it’s not just about optics. It also reflects serious effort to appraise the strengths and weaknesses of New Labour statecraft. Geoff Mulgan, one of the sharpest observers of the changing nature of government, recently set out for IPPR a hard-hitting assessment of some of the pathologies of the delivery state – all the more telling as it is so balanced and authored by someone who was at the heart of government for so long. It gets past the now standard, already tired, refrain that ‘we relied too heavily on top-down targets’ to consider how, where and why a highly centralised model of public service delivery can corrode trust in the state as well as relationships between public servants and citizens. He recognises, rightly, there will always be many crucial things that the state needs to do for (or indeed to) people but emphasises that the balance has shifted fundamentally towards services that need to be run in concert with them. That’s hardly a new insight. But in an era of diminishing resources it is one that urgently needs to move from the margins to the mainstream of how we think about governing

What all this means for the manner in which the different parties will seek to pitch themselves to the electorate in 2015 is yet to be seen. The demands of governing and the established modes of communicating policy in election campaigns appear to be out of sync. In some respects, David Cameron already tried and failed to break the mould in 2010. Rather than majoring on a populist list of promises he produced a 130 page invitation to join "the Government of Britain". And he’s been paying the price ever since. His unruly backbenchers remind him on a daily basis of his failure to provide them with a convincing ‘retail’ offer – in the ugly argot of Westminster politics - that cut through on the door-step. So safe to say there will be a different tack in 2015. Similarly, Jon Cruddas, Labour’s policy supremo and sceptic–in-chief of top-down delivery politics, has already pencilled in a pledge-card moment into his 2015 timeline.

This isn’t just because pledging is a hard habit to break, though of course it is. It’s also a rule of thumb that low trust politics tend towards the highly contractual; just as austerity politics tends towards the distributional (we’ll fund a commitment for group A by extracting this sum from group B). And both tendencies lend themselves to sharp, pithy commitments. So think 1997, not 2005.

Challenges abound for Labour (as with the other parties) as it contemplates its 2015 version of a "contract with Britain". One is avoiding a patch-work of specific policy promises aimed at different sections of the electorate which fail to add up to a majoritarian agenda with wide appeal. Another pitfall would be to issue an entirely defensive and uninspiring set of pledges centred on areas of spending that would be protected from further cuts. And then there is the risk of feeding expectations of another phase of centrally-driven delivery commitments reliant on an increase in public spending that isn’t going to occur.

The governing and fiscal challenges of the next decade will require fundamental change in how the state operates. Pledge-card politics need to catch up.

John Prescott presents his battered 1997 general election pledge card to the audience as he addresses the Scottish Labour Party conference on March 27, 2010 in Glasgow. Photograph: Getty Images.

Gavin Kelly is a former adviser to Downing Street and the Treasury. He tweets @GavinJKelly1.

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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.