What's so bad about a Blue Peter economy anyway?

If Cameron was referring to an economy that takes apart the assumptions and bad habits which led to the problems of the past, that might be seen as a sign of progress.

I wasn't a huge fan of any of the leaders' speeches this year. Miliband attempted grand and defining statements with all the vigour of a schoolboy revolutionary. In response, Cameron seemed to deliberately take a more restrained tone – the result being one part 'statesman', two parts 'grandad'.

But, speechcraft and delivery aside, the real issue was that the speeches pandered to the same old partisan debates: "Red Ed" vs. economic stoicism, public spending vs. public taxes, hard workers vs. other hard workers. In their predictableness, neither caused much of a stir beyond the dwindling numbers of party members present.

As usual, the most innovative debates were on the fringe. One of the most vibrant discussions took the form of the social economy alliance, a movement of entrepreneurs, activists, investors and campaigners. While such a consortium might sound like the material for a bad joke, the effect was that the re-hashed divisive policy debates were cast aside in favour of fresh approaches to the social and economic problems that have been found to be the most pressing of our generation. From energy to public spending, banking to local services, the discussions highlighted the successes of these high-growth, profitable and investment-ready enterprises that work not only in the interests of society (which any job-generating business purports to do), but for tangible social impact. Together they form economic solutions that are genuinely different to the tedious left-right refrains.

Rather than being devoid of tradition and ideology, however, I would argue that the growing social economy movement draws on proud heritage from across the political spectrum, from principles of economic subsidiarity to the lessons from the 1980s venture capital market, the Rochdale pioneers to pre-enlightenment virtue ethics and gift exchange. Again, a counter-intuitive combination, but at a time when trust in the ‘business as usual’ models has hit rock bottom, these ideas are at the very least a curious alternative.

It is clear the old models aren’t working, so what is wrong with crafting new models and new structures? This is why I failed to appreciate Cameron’s point in deriding a "Blue Peter economy". Is it even an insult? If it is an economy which takes apart the assumptions and bad habits which led to the problems of the past, then I don't see anything wrong with that. Perhaps a Blue Peter metaphor would do better to highlight a high trust base, creativity and pursuit of fulfilment, or the values that inspire young people to be active citizens?

The social economy has the potential not only to capture but to realise these ideals, and whilst it is increasingly recognised by and inspiring a generation of young people (university graduates in particular), the parties are missing a trick by not talking about it.  Because living standards are not something passively received by people. The Reaganite tack of comparing people's circumstances to how they were five years ago is fundamentally flawed in that, when asked to consider their living standards, it the personal things which people remember: achievement and loss and grief and celebration, on a local scale which factors in social networks and relationships, not what the state does or doesn't do. And for the right, ambition and opportunity is not just about tax cuts, it is also about personal opportunities and the opportunities to change your lived experiences from one day to the next. Profit is good, but only if that profit makes a social and economic difference on a local, tangible level. This is a leader’s speech-in-waiting.

In terms of the agenda for social economy movement itself, there is still a lot to be done to achieve coherence and public recognition. Ed Miliband had it right in practice but not in principle when he produced clearly packaged retail offers for the 2015 election that describe the added value for people as consumers. This is what this movement should be working towards, and the party that capitalises on this potential for fresh and genuine approaches is one that will find themselves having struck electoral gold.

Caroline Macfarland is the founder of CoVi (Common Vision), a new visual think tank which uses film and interactive media to produce innovative, shareable ideas about politics, economics and society

David Cameron delivers his speech at the Conservative conference in Manchester earlier this week. Photograph: Getty Images.

Caroline Macfarland is manging director of ResPublica

Getty
Show Hide image

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.