Miliband moves to close down Balls speculation

The Labour leader has enough tricky policy questions coming his way. He doesn't want to be quizzed about personnel too.

Ed Miliband, on the Andrew Marr programme today, when asked about speculation that his brother David might be brought back to Labour’s front line to serve as shadow chancellor, said “there is no vacancy” – which, of course, there isn’t. That is a stock formula for equivocation disguised as certainty. It sounds like a definitive backing of the incumbent without closing down any longer term options. There is no vacancy now. That doesn’t mean there won’t ever be one. But Miliband also said that Ed Balls would "absolutely" be Shadow Chancellor going into the election campaign – a level of support that has hitherto been lacking.

The will-he-won’t-he sack Balls debate is a Westminster parlour game that falls in and out of fashion every few months. There has been a particularly intense bout of speculation recently (about which I blogged more extensively here). Miliband’s dilemma is that he wants to keep options open in case it becomes apparent that Labour’s lack of an effective economic message – or, rather, lack of a popular message-giver – is in danger of costing the election, but if he allows speculation to rumble on it overshadows the rest of his political project. Soap opera and pop psychology easily squeeze policy development and nuanced positioning out of the news. That is especially true when policy development is slow and positioning is cautious.

Miliband will have been particularly keen to kill off the Balls-related speculation as he is about to undertake a risky political manoeuvre that is not universally supported in the shadow cabinet and the party. He confirmed today that he has no intention of matching David Cameron’s pledge to hold a referendum on Britain’s European Union membership – a gambit the Prime Minister is universally expected to make in a speech on 22nd January. As I reported in my column last week, Miliband intends to take what he and his allies see as the statesmanlike moral high ground, attacking Cameron for gambling with Britain’s vital alliances and destabilising the economy in the process purely to salvage his position in a frustrated and rebellious Tory party.

But there are those in the Labour party who worry that Miliband will not be able to sustain that position through an election campaign. He will constantly be asked why the Tories feel confident asking the people for their view on Europe while Labour appears to be running scared. Even those in the shadow cabinet who support Miliband’s current position recognise that the going will be tough. (Much depends on whether the Liberal Democrats acquiesce to the referendum pledge or back the Miliband line – Nick Clegg has the power to leave one of the Labour or Tory leaders looking painfully isolated on an issue of  national significance, a rare bit of leverage the Lib Dem leader will no doubt be keen to prolong and exploit.)

Either way, Miliband does not want to spend the next few weeks, when he will have to answer plenty of difficult questions about his holding-pattern policies on everything from welfare to the economy to Europe, also answering questions about whether his shadow chancellor is a temporary feature or a permanent fixture.

Ed Miliband and Ed Balls. 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.