Will Vince Cable be the next Chancellor?

IN an election where the state of the economy is likely to be more central than ever to the outcome, it is not surprising that the identity of the next Chancellor is almost as burning an issue as that of the next Prime Minister.

From being seen at one time as a weak link in Labour’s armoury – not least by Gordon Brown himself who wanted to replace him with Ed Balls – Alastair Darling has unexpectedly emerged as one of the government’s few genuine assets.

Okay, so his third Budget ten days ago contained no new ideas and few positive reasons to vote Labour on May 6 save that of ‘better the devil you know.’

But that was not the point. Somehow, Mr Darling seems to have established himself in the public’s mind as that rare thing in 21st Century Britain – a politician who tells it like it is.

So the TV confrontation this week between Mr Darling and his opposition shadows Vince Cable and George Osborne was one of the more eagerly awaited events of the seemingly interminable pre-election countdown.

It was given added spice by the fact that Mr Osborne’s political trajectory has been almost the diametric opposite of Mr Darling’s over the past two and a half years.

Back in the autumn of 2007, he was the Tory hero whose bold promise to raise inheritance tax thresholds was seen as largely responsible for putting the frighteners on Mr Brown’s election plans.

But just as that IT pledge has become something of a millstone around the Tories’ necks in these more straitened times, so Mr Osborne has become increasingly perceived as their ‘weakest link.’

It was very clear from the Tory Shadow Chancellor’s performance in Monday night’s debate that he had been reading the findings of Labour’s focus groups which called him “shrill, immature and lightweight.”

But in his efforts to appear statesmanlike, he rather over-compensated, leading one pundit to describe he and Mr Darling as “the bland leading the bland.”

Instead, it was Mr Cable who earned the lion’s share of the audience applause on the night, for instance over his refusal to indulge in impossible promises on NHS spending.

So which one of them, if any, will be Chancellor? It’s not necessarily as straightforward a question as it may seem.

Sure, if Labour wins outright, Mr Darling will stay on. Mr Brown has already been forced to say as much, putting his old ally Mr Balls’ ambitions on hold once more.

But in the event of a Tory victory, or a hung Parliament, the situation becomes much less clear cut.

There have long been rumours in Tory circles that Mr Osborne won’t go to 11 Downing Street even if they win outright.

The talk is that David Cameron could give the job of sorting out the economic mess either to old-hand Ken Clarke, or to right-wing axe-man Philip Hammond.

Most intriguing is the fate of Mr Cable. Clearly he will not be Chancellor in a Lib Dem government – but could he hold the role in a Labour or Tory-led coalition?

The short answer to that is yes. For all Lib Dem leader Nick Clegg’s refusal to play the ‘kingmaker,’ securing the Treasury for Mr Cable is likely to be central to any post-election deal in a hung Parliament.

The opinion polls continue to point to this as the likeliest election outcome, with the Tory lead still insufficient to give them an outright majority.

The race for Number 10 clearly lies between Mr Cameron and Mr Brown. But in the race for Number 11, it is the Liberal Democrat contender who is in pole position.

Ghost of Callaghan strikes again

With the election drawing ever closer, it is hard to say which of the three stories which have dominated the political agenda this week will have done Labour’s chances of a fourth term the most damage.

In a Budget week that was never going to be an easy one for the government, its cause was hardly helped by the revelations surrounding North Tyneside MP Stephen Byers last weekend.

The former Cabinet minister was forced into the humiliating position of having to refer himself to the parliamentary standards commissioner after describing himself as a “cab for hire” to an undercover reporter probing political lobbying.

As the headline on Monday’s Journal editorial succinctly put it: What a way to finish a political life.

By admitting that his initial claims to have persuaded Transport Secretary Lord Adonis to go easy on National Express after it defaulted on the East Coast rail franchise were fantasy, Mr Byers effectively fell on his own sword.

In one sense, he did the honourable thing. Not to have done so would have triggered a far bigger scandal that would certainly have forced Adonis’s own resignation.

Yet although Mr Byers is a politician who, in the words of the former rail regulator Tom Winsor, has an “ambiguous relationship with the truth,” there remains a nugget of suspicion that his claims may not have been entirely groundless..

The idea that he may have brokered a deal with Adonis over National Express does not seem all that fantastical to those of us who know how government really works.

By contrast with Mr Byers, Chancellor Alistair Darling is certainly not a man given to hyperbole or flights of fantasy – although he has occasionally been known to blow the whistle on his own government.

He did it when he spoke of Number 10 unleashing the “forces of hell” against him following a candid interview about the recession, and he did it again this week with his comments about the ‘Thatcherite’ scale of the cuts that will follow the election.

Given that Prime Minister Gordon Brown has been at pains to underplay the extent of the cutbacks, this stark message from his next-door neighbour was about as off-message as it was possible to get.

It reveals once again the tensions between a Chancellor whose focus is on sorting out the public finances, and a Prime Minister more worried about political positioning.

Pre-election budgets are traditionally a time for giveaways, as Mr Brown demonstrated in 2005 with his announcement of a £200 council tax rebate for pensioners.

Any such rabbits-out-of-the-hat this time round would surely have got a belly laugh from a cynical electorate, and Mr Darling was surely right to resist them.

That said, by playing safe, the Chancellor added to the widespread impression of a government that has run out of ideas and is reduced to nicking them from the Tories, as with the stamp duty holiday for first-time buyers.

It had, in truth, a rather fin de siècle air to it – much as the demise of a man once thought of as a future Labour leader provides an apt metaphor for his party’s decline and fall.

But if there is one thing that has really damaged Labour this week, it is not Byers or the Budget, but the unions.

The strikes by BA cabin crew and now the RMT rail union have revived bitter memories of the dying days of the last Labour government in 1979, and are certain to lose the party votes.

Throughout his career, Gordon Brown has fought shy of the parallel with Jim Callaghan, the long-time Crown Prince forced to wait for No 10 by a more charismatic rival.

Once again, though, it seems Mr Brown’s destiny to follow in his footsteps.

Region's ambitions derailed once more

Among the stories to catch my eye this week was one warning that the £16bn Crossrail scheme to link East and West London may have hit a potentially deadly snag.

An area of the capital destined for tunnelling as part of the scheme may, it turns out, be the site of a missing 16th century burial ground for victims of anthrax.

Since long-dormant anthrax spores can spread through the air and cause fresh infection if disturbed, this doubtless poses something of a dilemma for the engineers working on the project.

Nevertheless, transport secretary Lord Adonis said a compulsory purchase of the affected area, beneath a car park near the old city walls, was still expected to go ahead.

Given recent developments – or rather lack of them – in the North-East transport arena, this episode may well have brought some wry smiles in this part of the world.

While nothing must be allowed to get in the way of Crossrail - be it hell, high water or anthrax - it’s a different story when it comes to the region’s hopes of inclusion in the planned high speed rail network.

Work on the new 250mph line linking London, Birmingham, Manchester and Leeds is due to begin in 2017 – the year Crossrail is due to be completed.

But it won’t be coming to the North-East any time soon, if at all. Under the current plans, the 21st century will be into its fourth decade before there is the remotest chance of that.

You had to feel for poor old North-East minister Nick Brown, who has lobbied hard for the region to be included in the network, reduced last weekend to a lame pledge to do something about the East Coast Main Line.

The same Lord Adonis has refused to give any commitment to extending the high speed link to Newcastle, saying it was important to concentrate on a “deliverable” project.

This is despite a consultants’ study which found that extending it would create 95,000 jobs by 2040, and the government’s own HS2 team advising that including the North-East in the network made the “best business case.”

Neither should we supposed things would be any better with the Tories, who want a cheaper link from London to Leeds that would leave out the East Midlands as well as this region.

For those of us who have followed the debate about regional spending over a number of years, it’s a depressingly familiar picture.

It has long been clear that the North-East’s relative lack of good transport links are the biggest single obstacle to its competitiveness, and the biggest single reason for the endurance of the North-South divide.

Sadly, the die was cast on this years ago when the government declared, around the same time as it gave the original go-ahead to Crossrail, that there was no relationship between regional spending and regional economic prosperity.

It was, of course, a lie, but it was a lie that enabled ministers to claim that spending £16bn improving London’s transport system would have absolutely no adverse impact on poorer regions.

That, of course, is a nonsense. Between them, Crossrail and the new high speed link will dramatically widen the prosperity gap between those regions that already have good transport connections and those that have never had them.

Of all the many reactions to the high speed decision, perhaps the quaintest came from the chief executive of One North East, Alan Clarke.

“The phasing of the development of a high speed network is important and must not lead to areas of economic disadvantage,” he said.

“Lead to?” Wake up and smell the coffee Alan. Economic disadvantage has been here for decades – and it’s about to get worse.