"One Nation" Labour has no choice but to fight hard in Eastleigh

The by-election is an important test of the party's ability under Miliband to appeal to southern voters.

Much has been said about the challenges the Eastleigh by-election will pose for the two parties of government, and it’s true that either David Cameron or Nick Clegg will face awkward questions from their party after 28 February. But Ed Miliband has no cause for smugness just yet.

Having failed to even get 10 per cent of the vote in Eastleigh in 2010, there will be little pressure on the Labour candidate in the by-election, who will be announced today. Yet the seat is a test of the party's ability under Miliband to appeal to southern voters. John Denham, the MP for neighbouring constituency Southampton Itchen, is leading the Labour campaign, and highlights the election’s wider significance in Miliband's "One Nation Labour" project.

"The reason the Labour Party is fighting this seat seriously is not just because we want to get the best possible result here, but because, as a party that’s aiming to rebuild its base in the south, this is the sort of constituency, and the people who live here are the sort of people, that we want to represent.

"When we talk about being a One Nation Labour Party - south as well as north - we’re not just talking about the handful of places that might be target marginal constituencies at the next election but the whole of Southern England. If we can get that across really strongly, that in itself is a victory for us."

Predictably, Denham wasn't prepared to put a numerical figure on this "victory". Realistically, doubling the party’s share of the vote and breaking the 20 per cent mark would be a useful first step in Labour’s arduous task of regaining the trust of the south.

Such a result would rely largely on what Denham describes as "Labour-inclined [people] who voted Lib Dem in 2010 because they thought they were going to keep the Tories out and who are particularly bitter at the moment". Labour’s problem is that it's in their interests for such voters to bite their lip and support the Lib Dems again in 2015; the Conservatives are second in 38 of the Lib Dems’ 57 seats.

So while it’s easy to see the attraction for Labour in soft-pedaling in Eastleigh, it’s one that should be resisted. Light campaigning from the party might increase the chances of the Lib Dems holding onto the seat, but it would also be very risky: even without Nigel Farage as their candidate, Coral make UKIP evens to beat Labour. If that happened, it would be hard to suggest that the party's one nation extended south of the M25.  

Ed Miliband addresses workers at Islington Town Hall on November 5, 2012 in London. Photograph: Getty Images.

Tim Wigmore is a contributing writer to the New Statesman and the author of Second XI: Cricket In Its Outposts.

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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.