PMQs review: Cameron profits from Labour's pensions move

The PM's framing of the party as soft on welfare but tough on pensioners is dangerous for Miliband and Balls.

It was the unending struggle between David Cameron and Ed Balls that defined today's PMQs. After the shadow chancellor revealed at the weekend that pensions would be included in Labour's welfare cap, Tory MPs set the PM up to deliver attack after attack on Labour for targeting those who've "worked hard all their lives". As Balls furiously pointed out, the party has pledged to keep the "triple lock" on pensions, but Cameron seized on Douglas Alexander's statement that this was their policy "at present" (the standard formulation used by shadow ministers) to declare that Labour would "cut the pension". That Cameron is now able to claim as much, however implausibly, is dangerous for Balls and Miliband. As the PM knows well, It is the over-65s who are the most likely age group to vote (76 per cent did in 2010, compared to 65 per cent of the total population). Cameron is now framing Labour as the party that wants to "protect welfare [it has refused to support the £26,000 benefit cap in its current form], punish hardworkers and punish pensioners." 

Cameron launched another rhetorical assault on Balls later in the session when he declared that the shadow chancellor's statement that the last Labour government did not spend too much "will be hung around his neck forever", describing it as "the most important quote in the last 10 years of politics." For the Tories, Balls's and Miliband's refusal to "apologise" for overspending gives them the opening they need to claim that Labour has "learned nothing" from the crash. 

The exchanges between Cameron and Miliband - on Syria and living standards - were less memorable but highlighted the significant division that has opened up between the two parties on arming the Syrian rebels. Miliband asked the PM: "given that Russia is prepared to send more arms to the Syrian government, does the Prime Minister think it is at all realistic for that 'tipping strategy' to work?" Cameron replied by insisting that he had "not made a decision to supply the Syrian opposition with weapons" but floundered when asked by Miliband what safeguards had been put in place in the event that he did. With many on the Tory benches as sceptical of Labour of the merits of arming the rebels (81 Conservative MPs signed a motion demanding a vote on the matter), this is likely to become a growing headache for the PM. 

David Cameron and Ed Miliband walk through the Members' Lobby to listen to the Queen's Speech at the State Opening of Parliament on May 8, 2013. 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.