Cameron says "renegotiation", Conservative MPs hear "exit"

The Prime Minister's European strategy relies on an act of persuasion that he has proved himself incapable of pulling off.

No-one needs any more evidence that many Tory MPs don’t trust what their leader when he says when it comes to the European Union (or much else). If they did, they would have accepted his pledge in January that a referendum would be held in 2017, once the terms of British membership of the club have been renegotiated - and presuming Cameron is still prime minister after the next election.

But Conservative MPs have found that a Cameron promise doesn’t impress Ukip-minded voters on the doorstep and they struggle to defend their leader’s pledge-keeping credentials. (Members of the PM's entourage calling the activist base "swivel-eyed loons" is not going to quickly thaw relations between the leadership and the grass roots.) Hence the insistence on a bill this side of an election, restating the determination to put EU membership up for a national vote. Number 10 agreed to back such a move out of desperation to prove that the Prime Minister meant what he said back in January.

And no doubt he did. But there are two parts to Cameron’s EU strategy. The referendum is supposed to follow the renegotiation. Much more media coverage and political energy has been consumed on the promise of a vote than on the practicality of getting a good deal out of Britain’s European partners. It is worth noting, for example, that Nigel Lawson’s recent intervention on the subject attracted a great deal of attention because he said he would vote to quit the EU. Less remarked upon was the reason he gave as to why he can be so sure of that decision already. He doesn’t think renegotiation will work. And he’s right.

As I’ve written before, it is almost impossible to imagine Cameron securing a compromise on the UK’s current level of European integration that would satisfy his party because, almost by definition, compromise in Brussels is perceived as capitulation. The EU exists to facilitate cross-border collaboration at a political and not just an economic level and that process is what affronts the sensibilities of the sceptics.

I offer here one modest proof of how phenomenally hard it will be for Cameron to concoct a European settlement to satisfy his members. Writing in the Times last week, Robert Halfon, MP for Harlow in Essex, got stuck into the big oil companies for alleged price fixing. Halfon is a very effective constituency MP, a clever man and a popular figure on the Tory benches. He has been very influential in pushing the sensible idea that Conservatives should be focused on the cost of living and addressing more directly the concerns of working and lower-middle-class voters. He has campaigned on the issue of fuel costs with considerable success. He is respected on both sides of parliament. So what does this have to do with Europe? Halfon explains half-way through the piece:

We need regulators who are hungry for justice, and who have the right powers to pursue it. The Office of Fair Trading should have been pushing the European Commission to investigate, rather than holding last year’s spineless inquiry that came to almost no useful conclusions. Real EU renegotiation would mean bringing these investigatory powers back to Britain.

Halfon is dismayed that British competition authorities appeared to be asleep on the job, leaving it up to the European Commission to get tough on the oil giants. His solution is the repatriation of powers from Brussels. As far as I am aware this doesn’t appear on any list of realistic demands that Cameron might make of his European partners. The UK is subject to European competition law because we are in a single market and because British businesses want a level playing field when trading or merging with businesses in other countries and acquiring assets there. Even if we left the EU, British enterprises that wanted to engage in international commerce would comply with European competition law.

If Tory MPs want the OFT and the UK competition commission (which are in the process of being combined) to be tougher, are they supposed to be more rigorous in the enforcement of European rules? That is a question of greater zeal not repatriation of powers? Or are they supposed to apply some different, yet-to-be-drafted laws? In that case UK companies operating in the rest of Europe would have to comply with two sets of rules instead of one?

But the whole question is purely academic. Cameron will not put powers of competition regulation on his list of things to bring home from Brussels. He knows – if indeed he’s thought about it at all – that it can’t be done. So when Halfon says “real EU renegotiation” he means “impossible, fantasy renegotiation.” Or, put another way, by “renegotiation” he means “exit.” That is what most Tories now seem to mean by renegotiation.

The message from the Conservative party to their leader is clear. There is really nothing he can practically do or say that will persuade them to vote “yes” to the question of whether Britain should remain in the EU. Yet Cameron’s entire strategy hinges on accomplishing that act of persuasion.

David Cameron stands alone in Brussels. Source: Getty

Rafael Behr is political columnist at the Guardian and former 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.