David Cameron's misappropriation of the word "privilege"

The Prime Minister says he wants to spread privilege - the IEA's Philip Booth really hopes that isn't what he meant.

Given the constraints of political speech-making, David Cameron's effort earlier this week was reasonable. There was the misunderstanding of international trade that one always gets from politicians when he said that developed countries were in a global race and faced a sink or swim situation. This is a common misconception. But, trade theory is tough, even for those who have the best education money can buy, so this line of reasoning is understandable. Of course, when new nations develop there are more opportunities for specialisation and trade, not fewer. The developing countries get richer and, although there may be some particular industries that suffer problems as a result of changing trading patterns, we are not in a race in some kind of zero sum game. The growth of China and India change the big picture relatively little. With good policy, our economy might grow at two to three per cent per year and with bad policy it might grow at zero to two per cent per year. Our concern should be to have good policy at home - but not because we are in some kind of economic race towards a fixed prize.

David Cameron's second error though, was rather surprising coming from somebody with a degree in PPE from Oxford. One should never be too harsh on politicians in front of a camera. It is easy to use the wrong words or for the words to come out in the wrong order. However, this was a carefully scripted speech written by professionals.

After pointing to his own educational background, Cameron said that he wanted to "spread privilege". I really hope not.

Privilege involves law that benefits the few (though, to interpret the principle more widely, the few could even be the majority). In the Soviet Union, travelling abroad was a privilege. In this country, pension contributions are "tax privileged". Doctors are privileged by laws restricting entry. An expensive education is definitely not a privilege - it is a freedom. It is a freedom that few can exercise but this does not make it a privilege.

What we definitely do not want to do is "spread privilege". Spreading privilege really means creating lots more situations where there are laws in existence for the benefit of the few. However, I am sure that is not what David Cameron intended to argue for; his intention, I am sure, was to say "widen privileges" so that existing privileges are available to more people.

But, even this is not what we should aspire to. The equivalent in the Soviet Union would be to pass a law letting some more people travel. What David Cameron really means is that he wants to "widen opportunity" or, better still, "restrain freedom less". The corporatist interpretation of his aspiration would be that he wants to ensure that education is better for everybody. The liberal (in the proper sense of the word) interpretation is that he wants to give many, many more families the freedom to choose their children's education.

Does any of this matter? Yes, it does. The meanings of words evolve, but those who believe in freedom are used to having words hijacked because it enables the enemies of freedom to make their case in an underhand way. This is why I had to put "in the proper sense of the word" in brackets after using the word "liberal". The word privilege is already used by the left in the education debate in a way that is very damaging. They argue that "higher education should be a right and not a privilege". In fact, this is using the word in the same way as David Cameron uses the word - and this is disastrous in the debate. Under new funding arrangements higher education will become a "freedom". Under old funding arrangements it was a "privilege" because laws had to be passed and regulations made that limited higher education to the few as a result of fiscal constraints (and that higher education was financed by the many for the benefit of the few). In fact, those on the liberal side of the debate are demanding that higher education should be "a freedom and not a privilege". Those on the left are actually arguing that higher education should be "a privilege and neither a freedom nor a right". The last slogan does not trip off the tongue quite as well and I am not sure the left would get much traction from using it - hence their desire to redefine words. It is the left that believe in privilege because, if access to goods and services is free, then that access has to be restricted by law creating a privileged few.

Privilege is inimical to a free society. Indeed, it is the fight against privilege that should define everything that Conservative and Liberal parties should stand for. It was a fight that began with Magna Carta. Please, let us not have a policy of spreading privilege. And please, let us also not help the left in redefining the language of freedom.

Philip Booth is Editorial and Programme Director at the Institute of Economic Affairs

A couple of privileged French fops. Image: Getty Images

Philip Booth is Editorial and Programme Director at the Institute of Economic Affairs.

 

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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.