Labour's shrinking poll lead increases party jitters

Having previously enjoyed a double-digit advantage over the Tories, the party's lead has been reduced to single figures, far below the level needed to be confident of victory.

It was the Tories, rather than their Labour counterparts, who left for the summer recess with their tails up, largely for the reasons set out by David Cameron in that final, triumphant PMQs. "The deficit is down, unemployment is falling, crime is down, welfare is capped, and Abu Qatada is back in Jordan." Alongside this, as Thursday's GDP figures will confirm, the economy is finally beginning to recover and the party is united in support for James Wharton's EU referendum bill. 

Recess is always a time when Labour jitters increase as MPs return to their constituencies to find few of the party's messages are resonating on the doorstep and Labour's shrinking poll lead won't help matters. For more than a year after George Osborne's "omnishambles" Budget, the party enjoyed a double-digit advantage over the Tories but today's YouGov poll puts its lead at just three points, the lowest level since March 2012. 

We'll have to wait and see whether it's an outlier but the trend is clearly downward. In the four previous YouGov polls, Labour has led by an average of just six points, a level far below that required to justify hopes of winning a majority in 2015. History shows that support for oppositions invariably slumps in the months before the general election as voters come to view it as a choice between competing alternatives, rather than a referendum on the government. It's for this reason that Labour officials privately speak of the party needing a lead of around 15 points to be confident of victory. 

As I've argued before, it's still more likely that Labour will be the largest party after the next election than the Conservatives. The electoral system continues to favour it (the party needs a lead of just 1% on a uniform swing to win a majority, while the Tories require one of seven); UKIP, which draws around 60% of its support from 2010 Tories, will continue to split the right-wing vote; most Lib Dem defectors are likely to remain loyal to Labour (they'll never forgive Clegg for his betrayals over spending cuts, tuition fees and the like); Labour's brand is strong even if Miliband's isn't (46% of voters say that they would "consider" voting for the party compared to 40% for the Tories) and the Lib Dem incumbency bonus will hurt the Tories (who are in second place in 37 of the Lib Dems' 57 seats) the most.

But it's now far from unthinkable that the Tories could remain the single largest party (which would require a lead of around three-four points) and reunite the coalition for a second term in government. All of which means that, once again, the pressure will be on Miliband to deliver "the speech of his life" come conference time. 

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.