Why the Tories' dream of a majority could finally end today

The likely defeat of the boundary changes by Labour and the Lib Dems means the Tories will need a lead of seven points to win a majority in 2015.

Update: MPs have voted in favour of delaying the boundary changes to 2018 by 334 to 292. 

Labour, the Lib Dems, the nationalist parties and at least four Conservatives (David Davis, Philip Davies, Richard Shepherd and John Baron) voted in favour of the rebel amendment. 

 

Barring any last-minute upset, the Conservatives' proposed boundary changes will finally receive their last rites in the Commons this afternoon. MPs will vote on a Labour amendment to delay the reforms until 2018 and, without the support of the Lib Dems, who will fulfil their pledge to oppose the changes in revenge for the abandonment of House of Lords reform, there is no hope of the Tories preventing defeat. 

In addition to Labour and the Lib Dems, at least two Conservative MPs - Glyn Davies and Philip Davies - are likely to rebel, with David Davis also considering voting against the changes (an assortment of rebels that suggests the whips should also keep a close eye on David Davies). Thus, even if the Tories succeed in winning the support of the eight DUP MPs (the SNP is expected to abstain), they will be well short of the numbers needed to save the reforms. As David Cameron's official spokesman delicately put it yesterday, "clearly, from the Prime Minister's perspective, the arithmetic looks pretty difficult". 

The defeat of the changes means it will be all but impossible for the Conservatives to win a majority in 2015. Under the existing boundaries, and assuming a Lib Dem vote of around 15 per cent, the Tories require a lead of seven points to win an overall majority, compared to a lead of four points under the new boundaries. Labour, by contrast, needs a lead of just one point to win a majority under the current system, compared to a lead of three points under the new boundaries. 

The party's advantage is partly due to differential constituency sizes, a factor that the boundary changes, which would have fixed constituency sizes at plus or minus five per cent of 76,000 voters, were designed to mitigate. Since Labour tends to perform best in smaller, urban seats, while the Tories perform best in larger, rural seats, it takes an average of 33,470 votes to elect a Labour MP, compared to an average of 35,030 to elect a Conservative one (and 119,944 to elect a Lib Dem, which is why they bang on about electoral reform). 

But even with the boundary changes, Miliband's party would still have enjoyed a significant advantage over its opponents. This is because the the electoral bias towards Labour owes more to differential turnout (fewer people tend to vote in Labour constituencies) and regional factors (the Tory vote is poorly distributed) than it does to unequal constituencies. As a report by the University of Plymouth concluded: "The geography of each party's support base is much more important, so changes in the redistribution procedure are unlikely to have a substantial impact and remove the significant disadvantage currently suffered by the Conservative Party."

By 2015, as the Tories struggle to even remain the single largest party (something that will require a lead of four points), the more reflective Conservative MPs might ask themselves whether it was worth sacrificing the boundary changes for the sake of preventing an elected House of Lords. When I interviewed former Conservative education secretary Kenneth Baker earlier this month, he told me that he regarded Cameron's failure to secure the boundary changes as his "biggest mistake". ConservativeHome editor Tim Montgomerie has described the defeat of the reforms as the Tories' "worst single electoral setback since Black Wednesday". 

Note the date - 29 January 2013 - it may well be remembered as the day that the Tories' hopes of outright victory in 2015 finally ended. 

Conservative and Liberal Democrat ministers will vote against each other for the first time since the coalition was formed when parliament votes on the boundary changes later today. Photograph: Getty Images.

George Eaton is 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.