Labour and the Tories face the same dilemma: to break the deadlock, they need a big idea

If they want to avoid another hung parliament, both sides need to take more risks. This isn't a time for small-ball politics.

To win a majority at the next election, both Labour and the Conservatives will need to defy recent history. No governing party has increased its share of the vote since 1974; no opposition has achieved an overall victory at the first attempt for more than 80 years. Faced with these odds, each side is already preparing for another hung parliament.
 
One shadow minister recently told me that he had been encouraged to look for “points of agreement” with the Lib Dems and to consider constitutional reforms that would appeal to the party, citing the example of proportional representation for local elections. In the Tories’ case, David Cameron is privately discussing plans to offer his MPs a vote on a second power-sharing agreement. Impressed by the discipline of Clegg’s backbenchers compared with that of his truculent troops, Cameron wants his party’s hands “dipped in blood”. Hoping for a win but preparing for a draw, it is Antonio Gramsci’s maxim of “pessimism of the intellect, optimism of the will” that is guiding both sides.
 
Yet in an age of voter promiscuity, it remains conceivable that either party could gain a decisive advantage before 2015. The common concern among Labour and Tory MPs is that their leaders are failing to grasp the opportunity to do so. In Ed Miliband’s party, there is increasing anxiety at the disparity between the boldness of his rhetoric and the timidity of his policy proposals. This has led Andy Burnham to break ranks and publicly challenge Miliband to back his plan for an integrated national health and care service. In an earlier and similarly unauthorised intervention, he called for the party to pledge to ban zero-hours contracts.
 
Privately, Miliband’s allies are dismissive of such intemperance. To a degree under-appreciated in Westminster, the Labour leader’s strategy has been shaped by the constitutional novelty of a fixed-term parliament. As one shadow cabinet member put it to me, “We know the date of the next election. There’s no danger of the government cutting and running . . . So we can work backwards. We know when we need our pledge cards by, our manifesto by and our party candidates selected by.” The reasons given for Labour not showing its hand too early are both familiar and persuasive: that the best policies are stolen and the party is lumbered with the worst. In addition, Ed Balls, who is charged with restoring Labour’s economic credibility, is determined to postpone major spending commitments until the state of the public finances is clearer.
 
That the opposition’s MPs know and understand all of this does little to assuage their disquiet. One comparison made with increasing frequency is with Miliband’s erstwhile mentor Gordon Brown, who similarly offered periodic hints of a social-democratic master plan, only for the cupboard to prove bare when he arrived in Downing Street.
 
To this, those close to the Labour leader reply: “Watch this space.” The first phase of the party’s policy review has been completed and the fruits will begin to emerge at this autumn’s conference. Labour has spent the summer charting how the “cost of living” has surged under the coalition, but if the party is to win in 2015 it won’t be enough to convince voters that they’re worse off under the Tories. It will also need to convince them they’d be better off under Labour. The aim of Miliband’s speech will be to bridge this gap, with energy and housing two of the candidates for major policy announcements.
 
Having offered a radical diagnosis of Britain’s problems, the onus is on the Labour leader to provide radical prescriptions. A pledge to build a million affordable homes, to introduce universal childcare for preschool children and to renationalise the railways all fall into this category. At some stage, this will require Miliband to abandon his reticence and make an open case for borrowing to invest. As long as the Tories are able to accuse Labour of wanting to spend more – and with the opposition unwilling or unable to explain why – the party will struggle to shift the terms of debate in its favour.
 
The Conservatives are fond of deriding Labour’s alleged “35 per cent strategy”, under which a coalition of the party’s core supporters and Lib Dem defectors allow it to crawl over the electoral finish line – but few note the irony that the Tory leadership has now adopted its own version of this game plan. Under heavy fire from the Ukip insurgency, the party has retreated to its core territory of welfare, immigration and Europe.
 
While this might be enough to preserve the Tories’ status as the single largest party, it will not win them the majority they crave. To achieve an overall victory, the party needs to expand its appeal considerably among those groups that have shunned it at the past four elections: ethnic minorities, northerners, Scots and LGBT voters. With the exception of equal marriage, few visible efforts have been made to do so. In January of this year, Tory strategists briefed that Cameron was so concerned at how the issue of race was damaging support for the party that he would address it “head-on with a speech in the next two months”. Yet seven months on, nothing has been heard. Instead, the party has further damaged its reputation with ethnic minorities through a series of demagogic stunts on immigration.
 
Where both the Conservatives and Labour agree is that Britain faces greater problems than at any time since 1979. The long-assumed link between a market economy and rising living standards has been severed and the country’s prosperity has been permanently dented by the financial crisis. Yet neither side has so far offered a persuasive account of how it would govern after 2015. Both proceed with caution as if afraid to reveal their true intentions to voters. But if they want big rewards, they will eventually need to take big risks.
David Cameron and Ed Miliband look on during the service to celebrate the 60th anniversary of the Coronation of Queen Elizabeth II at Westminster Abbey in London. Photograph: Getty Images.

George Eaton is political editor of the New Statesman.

This article first appeared in the 26 August 2013 issue of the New Statesman, How the dream died

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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.