Why Labour would not reverse the coalition's child benefit cuts

The party believes in shifting spending from universal benefits such as child benefit and the winter fuel allowance to services such as childcare and social care.

After Ed Balls announced earlier this week that Labour would remove the winter fuel allowance from the wealthiest 5 per cent of pensioners, I wrote that it was a sign that the party would not seek to reverse the coalition's cuts to child benefit. Having made the argument against universalism in the case of winter fuel payments, it becomes harder to make it in the case of child benefit. 

This morning, the BBC has confirmed my suspicions, reporting that "a future Labour government would not reverse cuts to child benefit made by the coalition". This is partly for the obvious reason that it would be very expensive to do so. Given that public spending, as Balls indicated in his speech, will continue to fall under a Labour government, it will be hard to justify spending £2.3bn on restoring the benefit to individuals earning over £50,000 a year, who rank among the top 8 per cent of earners in the country. 

But the decision also likely reflects a wider shift in Labour thinking. Influential figures such as IPPR director Nick Pearce and Gavin Kelly, the chief executive of the Resolution Foundation, have recently argued that the party should switch spending from universal benefits such as the winter fuel allowance and child benefit to services such as social care and childcare. This is not just because the funds for improved provision cannot be raised through taxation alone, but also because universal services (most obviously the NHS, but also comprehensive education and Sure Start) have generated more enduring public support than cash benefits. It is notable, for instance, that while the government was able to win majority support for the cuts to child benefit, it could never hope to do so in the case of the NHS.

But despite the economic and political logic of the move, it will prompt anger among those such as Peter Hain, who retain a traditional social democratic commitment to universal benefits. The case of child benefit is a good example of what Richard Titmuss had in mind when he warned that "services for the poor end up being poor services". While removing child benefit from higher-earners, the coalition has simultaneously frozen it in cash terms for three years, a real-terms reduction of £1,080 for a family with two children. But rather than seeking to restore child benefit to its previous value, Labour, for the reasons I've outlined, is likely to focus on investing resources in childcare. 

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.