The EU question exposes our leaders' flimsy slogans

Is Miliband's "One Nation" Labour pro-integration? Is EU membership an advantage in Cameron's "Global Race"? They don't really know.

It will be a momentous day when Britain does finally make a decision about its membership of the European Union. With David Cameron about to promise a referendum that includes the prospect of the UK leaving, the debate begins immediately – even if the Prime Minister doesn’t envisage the poll taking place until well into the next parliament.

As I wrote in this week’s magazine, Labour’s policy is currently not to match Cameron’s pledge straight away. That doesn’t mean Ed Miliband won’t get bounced into having a referendum in his manifesto by 2015. Even those in the shadow cabinet who argue against what they see as an irresponsible toying with the UK’s diplomatic and economic fortunes admit it would be a challenge to get through an election campaign without a referendum offer when the Tories are gleefully touting theirs. (The same goes for the Lib Dems, who had a referendum - in the event of significant EU changes - buried deep in their 2010 manifesto.)

So the next two years will be thick with European argument. Thick, but not necessarily rich. By that I mean, judging by the standards of recent political debate, we can expect rhetorical chicanery and wilful obfuscation to trump evidence and rational analysis.

To illustrate the point, I found myself considering how the European issue – obviously a matter of paramount significance to the nation – fits into the great intellectual frameworks that the two main party leaders have set themselves. That is, on the Conservative side, “The Global Race” and on the Labour side “One Nation”. Cameron crowbars the global race into every public pronouncement and parliamentary answer he gives. He got at least four "global races" into last week's press conference launching the coalition's mid-term review. The essential point is that Britain must be made competitive in a scary global world and that requires lean finances, education reforms, low taxes, deregulation and maybe a spot of strategic investment in snazzy up-and-coming industries. It is Cameron’s big thing, or rather his biggest thing since the Big Society, which turned out to be a small thing. Or no thing at all.

Miliband, meanwhile, conceives One Nation Labour as the answer to the question ‘what comes after New Labour if it is not to be a return to Old Labour?’ It is all about solidarity and harnessing a spirit of patriotic national renewal to re-imagine what government can do and how it can serve citizens at a time of austerity. (He has a speech on this very subject today, trailed in this morning's Guardian. There's a more detailed, albeit mildly fawning preview here.)

The new rule in Labour policy making is that any new announcement or initiative has to have a plausible One Nation rubric. The equivalent rule on the Conservative side is that a measure or policy should boost Britain’s chances in the Global Race. So these are the two competing, over-arching themes governing Labour and Tory thinking at the highest level; the Narrative, as political strategists like to say. Presumably then, they clarify where those parties stand on the vital question of Britain’s relationship with the European Union.

Let’s start with the Global Race. This should be easy enough. Britain needs to compete with rising Asian powerhouse economies but it is shackled to the rotting corpse of continental states, bloated on welfare and overrun with unemployed youths, underskilled and without prospects because rigid labour protections lock them out of the jobs market. So to compete in the global race, we must break free from the EU.

Or, the future of trade, commerce and the global economy lies in the relationship between great continental power blocs. China doesn’t care about the UK the way it cares about the US or Brazil. But it does care about the European single market and if London doesn’t have a say in how that system operates and what the terms of trade are, we will be an isolated and desolate outpost starved of investment and influence. So to compete in the Global Race we must by at the very heart of the EU. Hmm.

What about One Nation? Well, at first sight, putting national solidarity at the heart of policy might suggest qualms about the notorious surrender of sovereignty associated with membership of the EU. So perhaps a One Nation Europe policy would support repatriation of powers from Brussels.

Although, there is an argument that says a powerful voice in the EU – and the social protections that European institutions guarantee – is our best bulwark against the corrosive forces of unfettered free market capitalism that hollow out communities and lead to a race to the bottom in workers' rights. So a One Nation European policy is actually pro-EU because it wants Britain to be a progressive place that looks much more part of the social market/social democratic traditions of the continent than the neo-liberal, individualistic free-for-all culture of the US.

Of course you can play this game with pretty much any policy and any slogan. The point isn’t that the Global Race and One Nation are vacuous phrases – as concepts they have great potential to illuminate all kinds of debates in British politics. But I have a feeling that they won’t. I’m pretty confident that when David Cameron and Ed Miliband set out their European positions in the next few weeks, the former will be all about the Global Race and the latter will be about One Nation. I’m also confident we won’t be any closer to knowing what either of them really means.

The Prime Minister and the Labour leader exchange small talk. 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.