Why the left shouldn't fear the rise of Englishness

From the Levellers to Orwell, from the Quakers to Tawney, radicals can take inspiration from a hugely impressive tradition of English social radicalism.

When Andy Murray finally hoisted the Wimbledon Men’s trophy, Britain was once again unified by a warm, inclusive, patriotic glow. It was the much-vaunted spirit of the London Olympics reborn. Yet between the summer of 2012 and the triumph in SW19, Britain – and British politics – has been transfixed by the rise of another kind of patriotism. A patriotism that is often angry, intolerant and exclusionary.

UKIP’s breakthrough performance in the English local elections appears to reflect a Britain whose sense of national identity stands in direct contradiction to that forged in the shadow of Olympic Park and the Centre Court. Perhaps it should not come as a surprise that the response of many progressives is to try and minimise the significance of the former while embracing and celebrating the latter. If only things were that simple. The truth is that public attitudes in England are in a process of dramatic change. Changes directly linked to the increasingly politicised nature of English (rather than British) national identity. The left ignores these developments at its peril.

Consider this: while UKIP and Tory eurosceptics continually pose 'Europe' as a threat to British traditions and values, evidence from the 2012 Future of England Survey demonstrates that among the population of England at large, those with the most exclusively British sense of national identity tend to be pro-European. Euroscepticism is closely related to English and not British identity. Indeed, among those with an exclusively English sense of national identity, anti-EU sentiment is overwhelmingly strong.

English euroscepticism is also closely linked to a very strong sense that England is getting short changed as a result of the changes brought about by devolution. Indeed, with support for the current arrangements by which England is governed within the UK falling to no more than one in four of the population, it seems scarcely an exaggeration to claim that England’s relationship to both of the unions of which it is a part – EU and UK – is in a state of crisis.

Put differently, euroscepticism is merely one manifestation of a wider sense of anxiety among the English about England’s place in the world. Regardless of the Union Jack-laden imagery and the faux Churchillian rhetoric, it is this seam of English anxiety that is currently being mined so effectively by UKIP and Tory europhobes.

Given that England is, de facto, being delineated ever more clearly within the UK as the devolution reforms brought about by the last Labour government continue to work themselves through, there is simply no prospect that this issue is going to go away any time soon. Like or not, England and English identity politics are here to stay. There is no option but to engage. Not least because there has never been a stable centre-left government at the UK level that did not enjoy majority support in England. What was true before the devolution of power to the so-called Celtic fringe is even more surely the case now.

The good news, however, is that if – surely, when – progressives do finally engage seriously with the new politics of Englishness, they will find that they have formidable intellectual resources on which to draw. From the Levellers to Orwell, from the Quaker tradition of philanthropy to Tawney, radicals can gain sustenance and inspiration from a hugely impressive tradition of English social radicalism. Indeed, viewed from this angle it seems downright bizarre that the left has been so willing to cede to its political opponents the terrain of Englishness when for once it, rather than the right, has all the best tunes.

At a more prosaic level there are also some institutional reforms on the table that would help neuter some of the resentment that is creating space for the right. In a situation where fully 81% of people of England believe that it is no longer appropriate that Scottish MPs vote on matters that effect England only – with 55% "strongly agreeing" with this view – an answer to Tam Dayell’s "West Lothian Question" is now urgently required. The McKay Commission’s proposal for a non-binding version of English votes for English laws (emphatically not an "English veto" as luridly claimed in yesterday's Independent) are both practical and eminently sensible.

The real Britain encompasses encompasses both 'Murray mania' and a widespread sense that England is being shabbily treated by both of the Unions of which it is a part. As difficult as it may be for some to believe, many millions share both sentiments without feeling any sense of internal contradiction. The politicisation of English identity cannot be wished away and denial will certainly not suffice. But neither is to urge engagement some kind of counsel of despair. The left need not fear the growth of England as a political nation.

Richard Wyn Jones is Director of the Wales Governance Centre at Cardiff University. He is the co-author of England and its Two Unions: An Anatomy of a Nation and its Discontents, which was published this week  by IPPR

The St George flag is seen flying above 10 Downing St on Saint George's Day. Photograph: Getty Images.

Richard Wyn Jones is Director of the Wales Governance Centre at Cardiff University

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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.