The EU isn't too big to fail, but it is too important to

Contrary to Nigel Lawson, the EU is not a monstrous bureaucracy, but the policy mix of austerity and reform is failing.

I spoke at the Annual European University Institute "State of the Union" conference yesterday. It takes place in the Palazzo Vecchio in Florence, adorned with 500 year old frescoes commemorating the first Florentine Republic after the expulsion of the Medicis – a good reminder that the process of European integration has deep roots.

There was a lot of realism – about the continuing challenge of the euro crisis, about the long-term nature of structural reform, about the gulf between too many citizens and European governance. But there was also a deep determination to preserve the gains of the past – for example in President Barroso’s speech – and wherever I went, a desire to see Britain as part of the European future. In my contribution, in the session on governance and institutions, I made five points.

First, that the debate about legitimacy and efficiency/delivery is happening all over the world. The Chinese are thinking about it; the Americans are debating it in the discussion of 'gridlock'; it is part of the debate in the Arab world as governments elected after the revolutions of 2011 are faced with real economic and social choice. In Europe, legitimacy has two elements – the 'one nation one vote' principle embodied in the European Council, and the 'one person one vote' principle in the European Parliament. The danger for the EU – as elsewhere – is whether legitimacy AND efficiency is missing.

Second, the protest politics in Britain, Italy and elsewhere, is not just (or primarily) about frustration with the EU; it speaks fundamentally to frustration with the traditional politics of centre-right and centre-left, and the desire for a new political alternative. For me, that is about rejuvenating social democracy, but there is no point in hiding that a traditional social democratic offer of social justice through state redistribution is not going to work or sell.

Third, the EU’s biggest problem is its delivery deficit, not its democratic deficit. This is not a new tune of mine, but while some of the EU’s work is very good indeed – I have just spent two days in Brussels preparing for my International Rescue Committee role and learning about some outstanding European development work in crisis-hit places – the policy mix in response to the economic crisis is still some way from bringing closer the light at the end of the tunnel. I don’t buy the Nigel Lawson argument that the EU is a monstrous and marauding bureaucracy, but the policy mix of austerity and reform is out of kilter with the economic needs in a balance sheet recession.

Fourth, there is a pressing and outstanding agenda for Europe’s soon to be 28 members, beyond the euro crisis. I won’t rehearse again what this covers, but the sense that there is traction on youth unemployment and migration is encouraging.

Finally, the twin narratives of Europe’s development so far – peace on the continent, and reunification after the fall of the Berlin Wall - need to be supplemented by a clarion call that Europe’s purpose is to help its citizens achieve prosperity and security in a 21st century marked by shifts in global power. This cannot be done at national level alone, nor by ad-hoc alliances around the globe to take forward trade promotion or security cooperation.

I don’t buy the argument that Europe is 'too big to fail'. But I do buy the case that it is too important to fail.

David Miliband is the incoming President and CEO of the International Rescue Committee

This piece originally appeared on his blog

The EU flag flies in front of the European Parliament in Strasbourg. Photograph: Getty Images.

David Miliband is the  President and CEO of the International Rescue Committee
He was foreign secretary from 2007 until 2010 and MP for South Shields from 2001 until this year. 

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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.