Tony Benn addresses the crowds during the traditional May Day rally in Trafalgar Square in London in 2007. Photograph: Getty Images.
Show Hide image

With Benn's death, it's time to bury the myths of Old Labour

There was never a pure, unsullied left, seduced and corrupted by a power-hungry right.

In 1994, Tony Benn’s career was winding down. His moment had passed; his movement was finished. He was the Betamax to Margaret Thatcher’s VHS. His supposed victories had been overshadowed by their unintended consequences. He won the right to eschew his title and remain in the Commons, which allowed Alec Douglas-Home to do the same and become Conservative prime minister. He forced the Labour Party to change its electoral system, and was beaten in the contest that followed. His acolytes took over the party’s structures; the decade that followed belonged to the Conservatives.

Fittingly enough, he owed his renaissance to another unintended consequence. That same year, Tony Blair created New Labour to show that the Labour Party really had changed; but it got its history badly wrong. The myth of New Labour was that this was the first time that the party had been anything other than an economically incontinent and ideologically crazed rabble. The good news was that everyone outside of the party believed it, paving the way for Blair’s three successive election victories. The bad news was that everyone inside the party also believed it: and the myth of the New led to the lie of the Old: that until 1994, no one in the Labour Party ever compromised on anything.

That lie worked pretty well, though, if your name was Tony: Blair was able to cast himself as Labour’s saviour, while Benn was given a new lease of political life as the party’s conscience. Unfortunately, what worked for the Tonys didn’t work particularly well for anyone else: Old Labour could serve as Benn’s well-respected retirement home or Blair’s paper tiger, but there was one thing it couldn’t do: produce any ideas.  The argument for New Labour and Blair became that it was the only part of the party that would compromise, the appeal of Tony Benn became that he never would, and the left of the party went from being an ideas factory to a heritage site.

Which was all well and good until New Labour collapsed as well. Lehman Brothers destroyed its economic underpinnings; Gordon Brown’s personal failings buried it as a political enterprise. The leadership election that followed, though, largely hinged on aesthetic questions – "Ed speaks human" versus "David looks like a leader" – because, intellectually, the frontrunners could hardly be differentiated from one another. Scarcely more than a year before an election that is overwhelmingly likely to send Ed Miliband to Downing Street, Labour’s internal conversation consists of a series of arguments between the Labour right and a left that says no to everything.

Labour very badly needs a further injection of new ideas; and to do that requires the final rejection of the belief that there was ever a principled, unsullied left, seduced and corrupted by a power-hungry and alien right. It was the party’s left that first brought forward major trade union reforms; it was the party’s left that effectively did a deal with the private sector to ensure that the National Health Service could be born. The myth of New Labour pragmatism made Blair indispensable and the illusion of Old Labour purity turned Benn into a latter-day saint, but it killed the party’s intellectual debate stone dead: because you cannot have a discussion if one of the participants doesn’t want to compromise. Four years after Ed Miliband buried New Labour, Tony Benn’s death presents an opportunity for the left of the party to do the same to the Old.

Stephen Bush is special correspondent at the New Statesman. His daily briefing, Morning Call, provides a quick and essential guide to British politics.

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.