Nick Clegg and Ed Miliband attend a ceremony at Buckingham Palace to mark the Duke of Edinburgh's 90th birthday on June 30, 2011 in London. Photograph: Getty Images.
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Whisper it, but there's almost nothing Labour and the Lib Dems disagree on

Compared to the New Labour years, the degree of policy overlap between the two parties is remarkable.

Yesterday's PMQs bout between Harriet Harman and Nick Clegg was one of the most quietly revealing for months. Berated by Harman over the Lib Dems' support for the NHS reforms, the bedroom tax and the abolition of the 50p tax rate, Clegg chose not to respond by defending his party's conduct or by dismissing Labour as a juvenile opposition unprepared for "grown up" government. Instead, he devoted almost all of his time to condemning the last Labour government: "the party of 40p [tax], sweetheart deals in the NHS, the party of Fred Goodwin, and the party against apprenticeships". 

Clegg's nostalgia for the pre-2010 era is understandable. Back then, the Lib Dems were able to draw a series of progressive and politically beneficial dividing lines with Labour: the Iraq war, civil liberties, tuition fees, electoral reform, tax, banking regulation and NHS privatisation. But owing to Ed Miliband, these differences have expired. In his first speech as Labour leader, which I described at the time as "a love letter to Lib Dem voters", Miliband condemned the Iraq war ("I do believe that we were wrong"), denounced New Labour's approach to civil liberties ("government can itself become a vested interest"), criticised the introduction of top-up fees ("stuck in old thinking about higher and higher levels of personal debt"), the refusal to tax the rich fairly and the "light touch" system of financial regulation ("responsibility in this country shouldn’t just be about what you can get away with.") Far from being the party of 40p, sweetheart deals in the NHS and Fred Goodwin, Labour has become the party of 50p, anti-privatisation deals in the NHS and Glass-Steagall.

Compared to the Blair-Brown years, the degree of policy consensus between Miliband and Clegg's parties is remarkable. The Labour leader's support for an in/out EU referendum following any new transfer of powers from Britain to Brussels (a stance identical to that of the Lib Dems) is the latest in a long list of areas where the reds and the yellows have converged. Both parties now support: 

- A referendum on EU membership the next time any powers are transferred (and support for an "in" vote)

- The introduction of a mansion tax on property values above £2m 

- The reduction of the voting age to 16 

- The removal of Winter Fuel Payments from wealthy pensioners 

- A 2030 decarbonisation target 

- An elected House of Lords

- Greater oversight of the intelligence services 

- Radical devolution from Westminster to local authorities and city regions

- Party funding reform

- An end to unqualified teachers in state schools 

- A ban on for-profit free schools 

- Tougher banking regulation and the potential separation of banks' retail and investment arms 

- A mass housebuilding programme, including new social housing 

- The Human Rights Act

After all of these, the remaining differences between the parties (with the possible exception of deficit reduction and electoral reform) are largely trivial. Labour, for instance, has pledged to reintroduce the 10p tax rate, while the Lib Dems are committed to a higher personal allowance of £12,500. The Lib Dems are resolutely opposed to Miliband's planned energy price freeze. But it is easy to imagine the parties coming to an agreement ("we'll give you your energy price freeze if you give us our £12,500 personal allowance") in the event of coalition negotiations.

While it suits both sides to play up their differences for political purposes (the retention of Lib Dem defectors is crucial to Labour's election chances), the reality is that, beyond the bluster, there is now very little they disagree on. As party president Tim Farron (and the party's likely next leader) told me last year: "I think he [Ed Miliband] is somebody who is genuinely of the Robin Cook wing of the Labour Party, from their perspective what you’d call the 'soft left'. Somebody who is not a Luddite on environmental issues, somebody who’s open minded about modernising our democracy, somebody who’s instinctively a bit more pluralistic than most Labour leaders and a bit more internationalist as well." Certainly it is impossible to imagine Clegg, or any other Lib Dem, ever delivering a Labour-facing version of his 2013 conference speech in which he listed 16 Conservatives policies he had blocked.

What is now clear is that it would be far easier for Labour and the Lib Dems to come to an agreement in 2015 than it would be for the Tories and the Lib Dems to do so. And if, as is possible, both of the main parties win enough seats to form a majority government with Lib Dem support that may prove very significant. 

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.