Miliband's sheet is still blank on public service reform

The Labour leader appears determined to avoid the challenge of fixing state services without spending more money on them.

Even people who are obsessed with politics often find their eyes glazing over when the conversation turns to the detail of public sector reform. That is understandable given the technical complexity of some of the systems under discussion and the tendency for reformers to speak in think tank patois. But I’m sure Ed Miliband has a firm grasp of that rarefied idiom, so he must have other reasons for avoiding the subject.

And avoid it he does. I have seen for myself the glazing-over of the opposition leader’s eyes and averting of the gaze into the middle distance when he is asked how Labour would meet the challenge of fixing state services without spending more money on them. Shadow cabinet ministers who want to have that conversation find it hard to get access to Miliband. Frontbenchers who have tried to push reform onto the agenda were notably overlooked or sidelined in October’s shadow cabinet reshuffle. Labour MPs understood the message clearly enough – the Labour leader will say something about public services when he is good and ready; there are no rewards for trying to accelerate the timetable.

There are a various interpretations of this caution. Miliband’s aides are quick to point out that public sector reform is not a paramount concern among voters. It is a reasonable point. Labour should concentrate on winning support where it is available, not where policy wonks wish it would be. The counter-argument, with which I have now bored even myself through repetition in blogs, columns and private conversations, is that having an imaginative story to tell about public service reform is the way Labour can transmit a message about getting more for less with taxpayers’ money. That is a route to fiscal credibility, which is a paramount concern among many voters. Presenting creative solutions to the challenge of governing in austerity is likely to be a whole lot more persuasive than paper pledges to keep purse-strings tight, which the public discounts as just the kind of thing politicians feel they have to say.

There are senior Labour figures who take that view, including Miliband advisors, but they seem to have difficulty getting the boss to focus on the matter for long. There are various explanations for this is the case.

One view I have heard from the shadow cabinet is that Miliband doesn’t have any experience of working in or shadowing a big spending department. His time in government was spent as a Treasury advisor, a Cabinet Office minister and, finally, as Energy Secretary. In that latter role, he was often focused on climate change, working with people who believed in a cause in which he also believed. He hasn’t experienced first hand the frustration of the minister who has a plan for improving services – or tightening their budgets – and finds that the sector itself and that civil service are blocking change. He has never, for example, been forced to take sides when the interests of patients and doctors collide, or teaching unions and parents.

A parallel factor is Miliband’s reluctance to get into policy debates that risk opening up old factional wounds from the Blair-Brown era. The Labour leader’s allies are fond of dismissing calls for a clear public sector reform agenda as part of "an old 90s frame" – which is code for saying that it is something Blairite ultras obsess about while everyone else on the left has moved on. That is partly fair. The idea that services can be improved by outsourcing key functions to the likes of Serco, Capita and G4S has been pretty well discredited. Likewise, there is mixed evidence at best when it comes to the belief that public sector efficiency and quality are raised when service users (parents and patients) choose between competing providers (schools and hospitals) in quasi-markets.

But there aren’t that many people on the Labour side who seriously advocate an unalloyed choice-and-markets approach to reform. The conversation has, as Miliband’s friends declare, moved on. The problem is that any attempt to question the traditional model of state delivery or to criticise existing services risks being interpreted in some Labour circles as stealthy Blairism, which for its fiercest critics is hardly better than Conservatism.

The fear among some Labour MPs is that they can’t even discuss ways to make the NHS more responsive to patients’ needs or ways to make sure standards in schools keep rising without being accused of back-door privatisation and pandering to a Tory agenda.

The would-be reformers are currently pinning some hope on Jon Cruddas, who is leading Labour’s policy review for Miliband. No-one in the Labour party is ever going to accuse Cruddas of being a slavish devotee of the Cult of Tony, which gives him rare authority in the leader’s office to raise the matter of state reform. Indeed, the one time I have heard Miliband acknowledge the need for the party to have a public sector reform message he referred to the need to match people’s resentment of greedy, self-serving corporations with a need to address their frustrations at the hands of an "unresponsive state". That’s a Cruddas phrase.

The essential division now seems to be between those, like Cruddas, who think the party needs a radical shift in the way Labour talks about the state and between those – chiefly, but not exclusively, allies of Ed Balls – who prefer to contain the debate in the more conventional parameters of how much is being spent in Whitehall and on what.

This isn’t an argument about fiscal responsibility – the shadow Chancellor is more alert than anyone to the need to show that Labour can be prudent. At issue is a conceptual point about whether the future of public services lies in devolution of power and control over budgets to local level and even, ultimately, to service users themselves. The key Cruddasite ambition (outlined in this lecture from last December) is between services that work at the level of sustaining relationships between provider and citizen and those that deal in impersonal transactions.

The reformers think Labour has an opportunity to launch a consumer-led revolution in public services, thereby renewing the social contract that serves as the left’s mandate to spend public money. The sceptics think that is all abstract wonk-speak that would amount, in practice, to chaos and loss of central control. Time spent at the Treasury teaches politicians to fear devolution of budgeting authority to anyone for fear that they mess it all up and leave the Chancellor to pick up the pieces.

So where does Miliband sit in all of this? As with so many issues, no-one seems entirely sure where his instincts lie. It is clear enough that he doesn’t want to make this stuff the centre-piece of his offer in a general election. The question is whether he will support a reformist agenda enough for it to make its way into a Labour manifesto. One close observer of the opposition leader’s office says that when Miliband has one-on-one meetings with Cruddas he gets very enthusiastic about his ideas and the policy review – that the two men find much in common. But then the fire in Miliband’s eyes is quickly extinguished on contact with the cold reality of managing the different views around the shadow cabinet table and factional prejudices in the party.

It isn’t even clear what the process is for debating ideas that come out of the policy review or turning them into a manifesto. There is a labyrinth of committees and sub-committees but none of these seems to have sufficient authority to say what will make it onto the party’s agenda for government. The shadow cabinet doesn’t make policy. Shadow cabinet ministers don’t always know whom to lobby in Miliband’s office to get their views heard. Reserves of trust between various senior figures in the leader’s office, the shadow treasury team, the election strategy team and the shadow cabinet all seem perilously low. There were hopes in the parliamentary party that, after the reshuffle, the Labour leader would feel more confident in his position – having stamped his personal authority on the front bench – and would allow a culture of open debate to flourish. At least where imagining the future of public services is concerned, there isn't much evidence of that happening.

Ed Miliband speaks at the Labour conference in Brighton earlier this year. Photograph: Getty Images.

Rafael Behr is political columnist at the Guardian and former political editor of the New Statesman

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.