Tony Benn arrives to lay a wreath at the Cenotaph at a ceremony on August 17, 2009. Photograph: Getty Images.
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Thanks to Ed Miliband, Tony Benn died at peace with Labour

With Miliband as leader, Benn finally felt at home again in the party he served for so long.

In his ninth and final volume of diaries A Blaze of Autumn Sunshine (2013), Tony Benn predicted that he would not live to see the election of another Labour government. Sadly, this great democrat, socialist and internationalist has been proved right today. 

It was Labour that Benn, the son and grandson of Liberal MPs, devoted his political life to. He was elected as the MP for Bristol South East in a by-election in 1950 (becoming the "Baby of the House") and served almost continuously until 2001 (becoming the "Father of the House"). Despite his friendships with Communists and Trotskyists, he never abandoned his belief in Labour as the indispensable vehicle for socialism. 

At several points in history, there were many in the party who wished he had. Many never forgave him for his decision to challenge Denis Healey for the deputy leadership in 1981 (losing by just 0.8 per cent), in defiance of Michael Foot's appeal to unity, and for his refusal to "compromise with the electorate". By far the harshest words said about Benn today will be from his foes on the left, not those on the right. 

That Benn, unlike many of his comrades, chose to remain in the party throughout the New Labour era was partly because he refused to recognise Tony Blair as its leader. As he said many times, he regarded New Labour as a "new political party" - a quasi-Thatcherite sect that led Britain into illegal wars (he most commonly described Blair as a "war criminal"), demonised asylum seekers and privatised parts of the public realm that even the Conservatives dared not touch. Benn never left Labour - but he felt as if Labour had left him. 

He said of Blair last year: "We as a party had suffered greatly from the influence of Mr Blair. He was a man who became leader because he was a successful campaigner, but I don’t think he was ever truly a Labour man. The war in Iraq was a crime and now he has been put in charge of achieving peace in the Middle East, which obviously lacks any credibility. Labour had to get beyond Blair in order to ever have credibility with the electorate again. That’s what I think we are achieving now."

But with the election of Ed Miliband, who interned in his basement office at 16 and whose father he knew well, he finally felt at home again in the party. Unlike Blair and other New Labour figures, who treated him as an embarrassing uncle or simply ignored him all together, Miliband was prepared to embrace him as a fellow friend of democracy and socialism. I remember a touching moment at the Compass conference in 2009 when Miliband, speaking brilliantly without notes (the first time I witnessed that now-famous feat), referred with pride to Benn's presence in the front row and the hall erupted in applause. 

After his preferred leadership candidate John McDonnell failed to make the ballot in 2010, Benn happily endorsed Miliband as "the best candidate", one who cleansed the stains left by Blair. Following his first speech as leader he wrote: "It was a remarkable speech: it was based on his own experiences, and those of his parents during the war, and it will have an appeal well beyond the Labour party. His words on optimism were also important because the media concentrate on spreading pessimism about everything, claiming that new ideas won't work – so, instead of working to improve their lives, people can be dissuaded from making the effort. This speech will help to build up people's confidence in him. I've known him since he was a teenager – he came and worked for a month with me after his O-levels. I supported him for leader and he's justified every hope I had."

More recently, he praised Miliband's pledge to scrap the bedroom tax and his "vigorous" defence of his father. Asked last year whether he believed he could be the next prime minister he replied: "Of course. And he would be a very good one. I’m not in the business of predicting election results as that is always a very foolish thing to do. Whether or not he is left wing is not the point. The point is that he is a trustworthy and capable man that people respond to."

There could be no greater tribute to Benn than for Miliband to now fufil those hopes - and lead Labour to victory next year. 

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.

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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.