AV and the leadership conundrum

What referendum voting tells us about Nick Griffin, Nigel Farage, Alex Salmond and Ed Miliband.

The campaign ahead of next Thursday's referendum on the Alternative Vote has produced some decidedly odd bedfellows.

The sight of Labour's Alan Johnson and the Green MP, Caroline Lucas, sharing a podium with Ukip's Nigel Farage was disconcerting enough, but it was nothing compared to the pre-Easter affair that brought together Prime Minister David Cameron and "Labour's big beast" (© all newspapers) John Reid. In a campaign characterised by bogus and lacklustre arguments on both sides, the Cameron-Reid thesis that AV threatens the fabric of British democracy was a new low.

Another oddity has been the failure of party leaders to lead. As was soon noticed when we released some "top lines" from our New Statesman/ICD poll on Thursday, British National Party voters were "defying" Nick Griffin's leadership and backing AV by 72 to 18 per cent. It was less noticed that Ukip voters were rejecting AV (64 per cent against, 35 per cent for) at exactly the time Farage was appearing on stage with the Yes camp.

 

Some supporters of the No campaign seized on the former figures as evidence that AV does indeed benefit the BNP. That's not quite the case. Once again they have conflated the party with those inclined to support it.

Another interpretation of the 72 per cent figure is that BNP-inclined voters are making their decision on AV based on self, not party, interest. Griffin is against AV because it gets him no nearer representation at Westminster; BNP supporters are in favour because it allows them to register their protest (however objectionable it is to the rest of us) but still have a say by backing a mainstream party as a second preference.

There's an inherent logic here which explains why the vast majority are unwilling to follow the BNP leadership. It is the same logic that explains why 63 per cent of Greens, too, back AV, albeit in line with their leadership. This is not about left and right.

It is only surprising that Ukip supporters aren't using the same thought process. But perhaps they consider themselves not as a fringe party but as a major force awaiting a breakthrough. In the 2010 general election, Ukip garnered 919,486 votes, giving it by far the biggest share of all the minor parties.

The Scottish National Party provides a penultimate example of leadership and support base at odds. Alex Salmond has agreed to back AV despite some misgivings (he doesn't think it goes far enough and worries that multiple votes on 5 May will take the spotlight off Holyrood elections on the same day), but 53 per cent of likely SNP voters will put a cross in the box marked "No" on Thursday, with only 30 per cent voting Yes to AV.

Which leaves us with the strange case of the Labour Party. Long since split on the merits of Nick Clegg's "miserable little compromise" – and on electoral reform more broadly – Labour is effectively unleadable on the issue. Political expediency may have prompted Gordon Brown to back an AV referendum just before last year's election, but it was hardly a full-throttled endorsement – his deathbed conversion was so close to his own political expiry that the necessary legislation failed to make it on to the statute book in time.

Long-held positions on electoral reform among MPs and the party in the country alike meant that AV was always going to be the ultimate free vote; nothing whippable here. Nevertheless, that Miliband has failed to convince his party's followers to back him – or, at the very least, his inability to move polling numbers incrementally – is a concern. Among those certain to vote, there remains a 5-point advantage for the Noes.

Perhaps he can turn all those undecided Labour supporters – a sizeable 12 per cent of those certain to vote and 18 per cent of all respondents – into pro-AVers between now and Thursday. If he can, he might just cause, six days out, a major upset and reap the political dividend.

More likely, the Labour vote will remain split, marginally favouring the status quo. While his discomfort won't be as a acute as Clegg's, Miliband will nevertheless have questions to answer.

The kind of unholy alliance that paired Cameron with Reid helps explain away some of this, but not all.

Jon Bernstein, former deputy editor of New Statesman, is a digital strategist and editor. He tweets @Jon_Bernstein. 

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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.