How the Labour leadership result changes under a one-member-one-vote system

Had MPs' votes been treated in the same way as party members', Ed Miliband would have won a landslide victory.

One of the likely consequences of Ed Miliband's decision to introduce a new opt-in system for donations to Labour from affiliated trade union members will be a major change to the party's leadership election system. At present the decision lies with an electoral college split three ways between the party's 272 MPs and MEPs, all party members (193,000 at the last count) and members of affiliated trade unions and socialist societies (around 2.7 million). 

But should Miliband make all trade unionists who choose to donate full members of the party (as his speech on Tuesday implied), the third of these sections would effectively cease to exist (most socialist societies already require their members to be members of Labour). This would inevitably raise the question of whether the party should introduce a pure one-member-one-vote (OMOV) system, with MPs' votes no longer given greater weight than those of party members. As I noted in 2010, Labour is the only one of the three main parties which does not give the final say to individual party members. Under the electoral college system, the vote of one MP is worth the votes of 608 party members and 12,915 affiliated members and the vote of one party member is worth the votes of 21 affiliated members.

But would a one-member-one-vote system have changed the outcome in 2010? Earlier today, I reran the election using a OMOV model to discover the answer. It's not a perfect simulation; I don't have the data needed to strip out multiple votes (most MPs, for instance, had at least three votes by virtue of their membership of affiliated societies) and it's hard to know how many trade unionists would have participated under an opt-in system, but it's the best guide currently available. 

While the result does not change significantly (all the candidates finish in the same position, except Diane Abbott, who leapfrogs Andy Burnham and Ed Balls in the first round), it is notable that Ed Miliband's margin of victory increases dramatically from just 1.3 per cent to 8.8 per cent. Since David Miliband won the MPs' section by 140 votes to 122, his share is heavily reduced under a OMOV vote. He also won the party members' section by 66,814 to 55,992, but Ed's huge lead among affiliated members (119,405 to 80,266) means he pulls ahead. 

Given how often it's claimed that he wouldn't have won without the support of the "union barons" (the "block vote" was abolished by John Smith in 1993), Miliband's speech was, among other things, a subtle reminder that it was thousands of individual votes that delivered him victory. 

Here's the new result in full (you can view the actual result here). 

2010 Labour leadership election result under one-member-one-vote

Round One

1. Ed Miliband 125,649 (37.1%)

2. David Miliband 114,205 (33.8%)

3. Diane Abbott 35,259 (10.4%)

4. Ed Balls 34,489 (10.2%)

5. Andy Burnham 28,772 (8.5%)

Round Two

1. Ed Miliband 137,599 (41%)

2. David Miliband 118,575 (35.4%)

3. Ed Balls 40,992 (12.2%)

4. Andy Burnham 38,050 (11.4%)

(Since Abbott was eliminated in the first round in the actual contest, I have had to use Burnham's numbers.)

Round Three

1. Ed Miliband 149,675 (45.3%)

2. David Miliband 127,389 (38.5%)

3. Ed Balls 53,669 (16.2%)

Round Four

1. Ed Miliband 175,519 (54.4%)

2. David Miliband 147,220 (45.6%)

Ed Miliband's margin of victory increases from 1.3 per cent to 8.8 per cent under a one-member-one-vote system. 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.

***

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.