What is Labour's line about Gordon Brown's legacy? Photo: Getty
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We didn’t “crash the car”: what is Labour’s message on Brown’s legacy?

As the shadow business secretary’s comments blaming Gordon Brown for damaging Labour’s credibility make headlines this week, it’s worth looking closer at the party’s attitude towards their most recent PM

Labour’s shadow business secretary Chuka Umunna has blamed the previous Prime Minister Gordon Brown for damaging Labour’s credibility when it comes to the economy, for refusing to use the word “cuts” and giving the “impression we didn’t understand” the debt and deficit that needed to be fixed.

Umunna, during an interview with Tony Blair’s former spin doctor Alastair Campbell in GQ magazine, criticised the former Labour leader and Chancellor for his party’s current struggle to convince voters that it can be trusted with the economy.

He homed in on the fact that Brown had refused to use the word “cuts” during the 2010 election campaign, which meant voters trusted Labour less about clearing the deficit.

The BBC reports his comments in the interview:

I do think we need to talk more proudly about our record… We do need to explain and rebut this notion that we crashed the car. My view is that the seeds were sown under the last government and Gordon [Brown] – for whom I have a lot of respect – his refusal to use the word 'cuts' [as applied to Labour] in trying to frame the economic debate as [Labour] investment versus [Tory] cuts gave the impression we didn't understand that debt and deficit would have to be dealt with.

It is notable that such a senior shadow cabinet member has been forthright about the failings of Labour’s previous PM and the way he approached the narrative on the economy during the build-up to the last general election. If this wasn’t just a one-off off-message slip, then it could spell a new direction for Labour – in the current build-up to the upcoming general election – in coming to terms with its recent history.

Up until now, the Labour party has been cagey and reticent about either celebrating or condemning its New Labour past. It is difficult for them to use Tony Blair – undeniably an incredibly successful Prime Minister, certainly electorally – as a figure to evoke enthusiasm in a wary public for a party that has undergone such controversial transformations in the past couple of decades.

As well as Blair, Gordon Brown has been a tricky individual in the modern history of the Labour party. Look at how Alistair Darling was chosen for leading Better Together, and Brown – a more senior statesman who would certainly be more recognisable to the general public – has been given a relative backseat in the Scotland debate. It’s clear that while Labour is concerned about celebrating such a divisive figure as Blair, it doesn’t quite know what to do with Brown either – a politician so roundly blamed by their opponents (and some of their own) at least in part for the financial crisis.

Indeed, Labour’s line on Brown has up until now been a soft, rather nebulous one. I have noticed this when speaking to a few shadow cabinet ministers in recent months; their line seems to be that “history will be kinder” to Gordon than the current attitude. The shadow health secretary Andy Burnham told me:

“I’m proud actually to have been in Gordon Brown’s government, and although it was a difficult time, I think history will be kinder than recent judgements have been. I’m proud of the whole of the last Labour government. I think we did some truly transformative things…”

But, just coming short of criticising Brown, he added that, “we can be proud of what Tony and Gordon did, but it doesn’t mean we have to be stuck. I think the Tories have had this with Margaret Thatcher haven’t they? New era demands new thinking demands new ideas.”

In a similar vein, the shadow transport secretary Mary Creagh told me back in March that Brown’s legacy will look much more flattering in the future than it does now:

“I think that we handled the financial crisis very well; I think Gordon’s historic role in that will be, I think history will be kinder to him than the current chatterati are. Because he and Alistair took the big decisions about what needed to happen to stop a global financial meltdown… the alternatives of what could’ve happened – which were not spoken about at the time to avoid panic but were clear – that money ceases to have a value, and people lose confidence, the cash machines don’t work on a Monday morning, so the whole economy stops. That was a very close shave.”

It seems that senior Labour figures have tried to maintain a positive message about Brown, but the line about framing him in history does suggest they are trying gently to put Labour’s Brown days behind them. Perhaps Umunna’s recent remarks will compound that attempt, and not so gently this time.

Anoosh Chakelian is senior writer at 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.