Miliband's gamble on union funding could cost Labour millions - but it is one he had to take

If the Labour leader is to be a consistent supporter of democracy and transparency, he cannot defend a system that allows unions to donate millions from their members without permission.

Ed Miliband's decision to support a new opt-in system of trade union funding for Labour is by some distance the biggest gamble he has taken since becoming party leader. At present, members of affiliated unions merely have the right to opt-out of paying the political levy (a portion of which goes to Labour) but under the new system they would be required to give their explicit consent. This reform, as I argued yesterday, is entirely necessary if Miliband is to be a consistent supporter of democracy and transparency.

At present, of the 15 unions affiliated to Labour, Unison is the only one to allow new members to choose whether or not they contribute to the party when they sign up. Only two others, the Musicians’ Union and USDAW, mention the existence of a political fund (but do not mention Labour) and six affiliated unions, including Unite and the GMB, don’t mention Labour at all on either the "about us" or membership sections of their website. As a result, while all members have the right to opt-out of paying the levy, it is far from easy for them to do so (just 10 per cent do) and many will not even be aware of its existence. It is this arrangement that allows the Tories to argue that unions such as Unite (just 37.5 per cent of whose members vote Labour) dupe workers into subsidising the party.

In his speech tomorrow, Miliband will say:

I do not want any individual to be paying money to the Labour Party in affiliation fees unless they have deliberately chosen to do so. I believe we need people to be able to make a more active, individual, choice on whether they affiliate to the Labour Party.

But while this move will do much to enhance his reformist credentials, it could prove to be the most costly decision he ever takes. Labour currently receives around £8m a year in affiliation fees from 2.7 million levy-payers, but this total is likely to fall dramatically if members are required to opt-in; one party source told me that he estimated that it would cost Labour as much as £5m. In addition, as Mark Ferguson points out, if only hundreds of thousands or tens of thousands of trade unionists choose to become affiliates it will be harder for the unions to justify remaining affiliated at all.

Set against this are the political benefits Miliband will reap. An opt-in system will make it easier to justify exempting union affiliation fees from the £5,000 cap on donations previously proposed by Labour on the grounds that they should be treated as an aggregate of individual members' contributions, rather than as one lump sum. As a Labour source told me: "It will allow us to frame the Tories as the party of big money and us as the party of millions of working people." (Although, as I noted above, the danger is that nothing like "millions" will affiliate.) The Conservatives' resistance to party funding reform will look more self-interested than ever.

Requiring trade unionists to opt-in will also force unions to make a more explicit and positive case for supporting Labour, with the possibility of much greater individual engagement with the party. In the 2010 leadership election, turnout among trade unionists was just 9 per cent, with 15 per cent of ballots spoilt, in most cases because workers failed to state that they agreed with "the aims and values" of the party.

What remains unclear is how the new system will be introduced. Labour is briefing that it does not favour a change in the law, with the expectation being that unions will introduce the measure voluntarily. But in an article for today's Guardian, Len McCluskey comes out strongly against the reform, writing that it would "require Labour to unite with the Tories to change the law, would debilitate unions' ability to speak for our members and would further undermine unions' status as voluntary, and self-governing, organisations." Other general secretaries are likely to be equally sceptical.

There will be many in Labour who hope that they prevail. And they have a point. The opt-in system should be supported as a matter of democratic principle but Labour has just sacrificed millions in funding and one of its key bargaining chips in party funding negotiations.

Miliband has calculated that he will derive greater benefit from taking the moral high ground and removing the stain of big money from the party. For Labour's sake, he had better be right. 

P.S. While the change to union funding is by far the most significant reform planned by Miliband, he will also use his speech this morning to announce that Labour will hold a primary to select its 2016 London mayoral candidate and in seats where the local party has few members or needs to be "re-energised".

In addition, he will promise to introduce a new code of conduct for those seeking parliamentary selection, a cap on spending by candidates and organisations operating on their behalf (including the unions) and standard constituency agreements with trade unions so that no one can be subjected to undue local pressure.

Ed Miliband makes a speech on the high street in Worcester town centre on April 25, 2013. 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.

***

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.