Ed Miliband speaks with David Cameron before listening to Angela Merkel addressing both Houses of Parliament on February 27, 2014. Photograph: Getty Images.
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Why the odds still favour Labour with a year to go

In Westminster, it is seats that count. And Miliband's party is still best-placed to win the most. 

Talk to Labour and Tory MPs and it is easy to forget that somebody has to win the general election a year today. Members on both sides are resolutely pessimistic about their side's chances. All they agree on is that, in the words of one Labour source, "it's going to be bloody close". 

After the recent narrowing of the polls, with Labour's average lead down to four points, senior Conservatives are increasingly confident of at least remaining the single largest party next May. But this hope collides with the reality that, though ever-smaller, the opposition's stubborn advantage remains. Not since March 2012, in advance of the omnishambles Budget, have the Conservatives led in an opinion poll. 

Were Labour to win by a single point next year (the party's lead in two surveys today), Ed Miliband would almost certainly become prime minister. In 2005, with a vote share of just 35 per cent and a lead of just three points, his party achieved a majority of 66 seats. Five years later, the Tories fell short with a lead of seven. This apparent bias has less to do with the unreformed constituency boundaries than it does with the fact that Labour's vote is far better distributed than the Tories' and that it benefits disproportionately from tactical voting. 

Uniform swing calculations can, of course, be an unreliable guide to election outcomes, failing to take into account factors such as the incumbency bonus and above-average swings in marginal seats. Had there been a uniform swing in 2010, the Conservatives would have won 14 fewer seats, Labour eight more and the Lib Dems five more. But even if, as seems likely, the Tories perform disproportionately well in their existing seats, Miliband has a good chance of retaining the lead he needs to win. Crucially for Labour, polling by Lord Ashcroft suggests that it is winning an above-average swing in its target constituencies. One possibility increasingly discussed in Westminster is that the Tories win the most votes, while Labour wins the most seats (an outcome last seen in February 1974). 

The Tories' fortunes are likely to improve as the economic recovery accelerates and as Labour comes under ever-greater scrutiny. But as long as Miliband retains parity with the Conservatives, he has reason to hope. One of the key points in Labour's favour is the unusually low level of switching between the two main parties (just 5 per cent of 2010 Tory voters currently back Labour), with most of the increase in its vote share due to Lib Dem defectors. Unlike in the past, this means that falling support for Labour doesn't automatically translate into rising support for the Tories. In large parts of the country, the Conservatives simply remain too toxic for voters to lend them the support they need to defeat the opposition (no matter how strong the economic recovery). As recent polling by Ipsos MORI showed, 40 per cent would never consider voting for them, compared to 33 per cent for Labour. Miliband is fishing in a larger pool than Cameron. 

The Lib Dem collapse, the Ukip surge, the death of the coalition's boundary changes and Labour's superior ground game are all reasons for Miliband's continuing confidence. Against this is the fact that no party has ever won while trailing on both economic management and on leadership. Cameron leads by 15 points as the "best prime minister" and the Tories lead by 14 points on the economy (the highest level so far this parliament). But in this era of stagnant living standards and four-party politics, Labour could yet defy history. The only iron rule of the next election is that there aren't any. 

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.