Miliband renews attack on New Labour ahead of "peace meeting" with Blair

The Labour leader tells his MPs that it is right to move on from New Labour, which was "formed 19 years ago", but new polling revives doubts over the party's performance.

Ed Miliband addressed the Parliamentary Labour Party last night for the first time since Tony Blair's intervention in the New Statesman and took the opportunity to again rebut his criticisms. He told MPs:

New Labour was formed 19 years ago. Tony Blair taught us the world changes, and the world does change, and we will learn our lessons.

After Blair warned him not to "tack right on immigration and Europe, and tack left on tax and spending", Miliband pointedly added:

I am incredibly proud of our record, but we need to learn this truth: opposition leaders who say their government got it right and the electorate got it wrong remain leaders of the opposition.

The party, he suggested, had become a victim of its own success (or at least the coalition's failure).  "Eighteen months ago, people were saying we were not up to it. Now they are claiming we are too effective an opposition". 

Miliband was aided by a spirited John Prescott, who declared that it was "crazy" for Labour start "dividing" less than three weeks before the local elections. "Let’s stop complaining and start campaigning," he said. As Tessa Jowell revealed on the Daily Politics yesterday, Blair and Miliband will meet later this week (possibly tomorrow, when they will both attend Margaret Thatcher's funeral) in an attempt to heal the rift.

At last night's meeting, Miliband compared Labour to "a football team that is winning at half-time" but given that no modern opposition has ever won without being at least 20 points ahead (the Tories' peak lead from 2005-10 was 26 points; Labour's highest to date is 16) many MPs remain alarmed at the slightness of the party's advantage.

The latest Guardian/ICM poll puts Labour just six points ahead of the Tories, while the YouGov daily tracker has them eight points ahead. Worse for Miliband, the ICM survey suggests that Labour's lead could be in spite of, rather than because of his performance as leader. The poll gives him a net approval rating of -23, well below Cameron's -11 and Osborne's -14 and worse than the -17 he recorded at the nadir of his leadership in December 2011. 

But this is a parliamentary system, you say, why should we care? The answer is that personal ratings are frequently a better long-term indicator of the election result than voting intentions. Labour often led the Tories under Neil Kinnock, for instance (sometimes by as much as 24 points), but Kinnock was never rated above John Major as a potential prime minister. A more recent example is the 2011 Scottish parliament election, which saw Alex Salmond ranked above Iain Gray even as Labour led in the polls. The final result, of course, was an SNP majority. Conversely, Margaret Thatcher won in 1979 despite trailing Jim Callaghan by 19 points as the "best prime minister".

But Labour MPs are also troubled by the Tories' continuing advantage on the economy, another historically reliable indicator of the general election result. The latest YouGov poll shows their lead stretching from one point to four. 

Blair's intervention aside, the last month has been a successful one for Miliband. David Miliband's departure for New York has finally drawn a line under the fraternal soap opera and his Commons statement on Thatcher was rightly praised by Conservative MPs for its statesmanlike qualities. But once politics as normal resumes after Wednesday, Blair is unlikely to be the only one posing tough questions for Miliband. 

Ed Miliband speaks at the CBI's annual conference on November 19, 2012 in London. 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.