Left and right agree: Ed Balls shouldn't fall on his sword

Anthony Seldon's New Statesman column provokes debate.

Anthony Seldon’s column in today’s New Statesman, calling for Ed Balls to resign, has provided plenty for the chattering classes to chew on.

Responding to Seldon’s piece, the Guardian's Jonathan Freedland defends Balls’s record and highlights his prescience in predicting a double-dip recession.

Balls is one of the very few people in politics able to utter those golden words: I told you so... Asking a politician to resign when they get things wrong is one thing. Demanding they quit when they get things right is a kind of madness.

Freedland also doubts whether the shadow chancellor stepping down would benefit Labour in the way the co-author of Brown at 10 envisages.

David Cameron turns a shade of puce every time he finds himself facing Balls. Why is it the Tories hate him so? In politics, such loathing is a compliment. It suggests Balls is one of the few Labour figures they fear. The same goes for the right-leaning commentariat's regular demand that Balls go, a chorus Seldon has now joined.

And he warns that, rather than ending factionalism in the Labour Party, Balls's departure would reignite it: "there will be a sizable group that believes it lacks a voice. Resentments will grow. Call it a team of rivals, pissing out of the tent or keeping your enemies closer – the idea is the same. It's best for Ed M to have Ed B on board."

LabourList editor Mark Ferguson is similarly unconvinced, describing Seldon’s article as "a piece that is character assassination just about dressed up in the faux-niceties of "advice". Ferguson also defends Balls’s economic credentials, praising his August 2010 Bloomberg lecture as "written by someone who understands the global economy – which should be the first thing Labour is looking for in terms of potential Chancellors." Although Balls "needs to articulate how he’d make Ed Miliband’s vision of a radically different type of economy a reality", Ferguson says he has been vindicated "on the fundamental call of the day." And he implores his party to "stop pretending that there are an array of alternative to Balls as Shadow Chancellor".

This view was echoed by the tweet that it "would be madness to dump either of the Eds. Please don't. Please, please, please." But given that the author was ConservativeHome editor Tim Montgomerie, perhaps that isn’t the support Balls needs.

The story was also covered by Guido Fawkes, Guardian politics and ConservativeHome

Update: Elsewhere, Iain Dale says he was "incredulous" when he read Seldon's piece and describes Balls as a politician "respected and feared by the Conservatives".

Dale writes: "They [the Conservatives] try to pretend that he is their biggest asset. Some may really believe that, but for most it is pure bravado. He knows how to needle Tories, he knows which buttons to press to rile them and his attacks invariably hit home."

Shadow chancellor Ed Balls speaks on the second day of the annual Labour Party Conference in Manchester on October 1, 2012. Photograph: Getty Images.

Tim Wigmore is a contributing writer to the New Statesman and the author of Second XI: Cricket In Its Outposts.

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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.