There is an alternative: governments can do what markets cannot

To succeed in age of globalisation, British manufacturers need a government that rejects laissez faire Thatcherism.

In the wake of Baroness Thatcher’s funeral last week, there has been much revisiting of the 1980s and her legacy. Though there are disagreements as to the benefits of her approach, there is one thing on which we can all agree: for better or worse, she did change Britain.

One impact of the revolution her policies unleashed was that too much of our manufacturing base was undermined. Nevertheless, Britain remains the ninth largest manufacturer in the world today, and a global leader in many areas of advanced manufacturing. The best of British manufacturers have shown they can meet the challenge of global competition.

For example, since Labour’s establishment of the Automotive Council – and the continued backing of it by this government – Britain has confirmed itself as a great place to make cars. The sector has attracted investment on an unprecedented scale and is on track to break the record for car production set in 1972.

What it means to be a leading manufacturer is changing as well, as the divide between the service and manufacturing sectors has become blurred. Last week I visited Rolls Royce, a global leader in aerospace. The majority of Rolls Royce’s revenues are generated not from manufacturing but from after sales service contracts. This shows how the benefits of a strong manufacturing base can spill over into other sectors, generating more of those well paying and satisfying jobs that our economy needs.

So the potential is there to grow our manufacturing base further. But British manufacturers need a government that backs their ambition. They need a proper, modern industrial strategy – demanding in its ambition and effective in its execution. This is not something which sits comfortably with laissez faire Thatcherism.

George Osborne – a disciple of the laissez faire approach - promised a "march of the makers". But overall, and despite a significant fall in the value of the pound, the reality simply has not matched his rhetoric. The latest trade figures were terrible, with the recent fall in exports reflecting a downward pattern that started in October 2011 according to the ONS. Companies with cash lack the confidence to invest. Firms needing finance to expand can’t get it.

One of the maxims of the neoliberal economic revolution Thatcherism unleashed was that governments must be subservient to markets. There was, Mrs Thatcher said, "no alternative". Recent history warns of the limits of this approach. It is also becoming abundantly clear that globalisation, far from limiting the space for governments to act, is making such action more important. It is not surprising that northern European economies which have pursued industrial strategies and applied a different model to Thatcherism have largely maintained their shares of expanding global trade through policies that work together to reinforce areas of national strength. 

Governments can do what markets cannot: they can help firms work together to address shared problems over skills or R&D, even as these businesses compete fiercely for custom. Governments can give direction and support to the animal spirits that drive investment and innovation. Through strategic use of procurement powers, governments can provide clear market signals, allowing British-based firms like Bombardier, whose plant in Derby I have also recently visited, to develop the capabilities needed to win public contracts. Public contracts can be used, after all, to advance public goals: to train apprenticeships, to encourage innovation, and to boost local employment.

Baroness Thatcher’s passing has revived strong memories of a bygone era. Yes, she changed Britain, but changed circumstances mean our country’s economy now needs something different too - there is an alternative and we must grasp it. 

 

A Vauxhall employee works on a vehicle on the production line at the Vauxhall car factory in Ellesmere Port, north-west England. Photograph: Getty Images.

Chuka Umunna is Labour MP for Streatham and Chair of the All Party Parliamentary Group on Social Integration.

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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.