Youth unemployment: what can we learn from Europe?

Germany and the Netherlands provide lessons, but we can't copy their approach wholesale.

Speaking at the launch of The Work Foundation’s Missing Million programme, David Miliband laid part of the blame for the rise in youth unemployment on the "chaotic landscape" faced by young people not bound for university. Yet it doesn’t have to be this way. Strong vocational systems in places like the Netherlands and Germany have served to keep youth unemployment consistently low despite the recession.

We all know that youth unemployment is a big problem – despite a slight recent fall there are still over one million young people out of work. The recession is only one part of the picture. Youth unemployment has been rising since 2003, which many will find surprising given these were the "good times" characterised by a sustained period of economic growth. The youth unemployment problem therefore cannot be explained by economic difficulties alone – its nature is both cyclical and structural. Unfortunately this means that the issue will remain with us even beyond today’s frosty economic climate.

The UK is certainly not alone in crisis – there are other European countries with much higher rates of unemployment. For instance in Spain, youth unemployment is staggeringly high, with half of young people unemployed. The UK itself currently sits around the European average, however in countries such as Germany and the Netherlands the rate has remained consistently low, with fewer than one in ten young people seeking work. Part of the explanation for the comparatively poor performance of the UK must be economic, but it is clear from longer trend data that this is only part of the answer.

Speaking at the event, Professor David Bell quoted Klaus Zimmerman who emphasised the strength of the German apprenticeship system, which he compared to a:

Gigantic microeconomic management exercise that involves all the relevant stakeholders in society.

In the UK, as the government recognises, the quality of apprenticeships is mixed. Currently, the success rate on apprenticeships is lower than other types of vocational skills training – although this is an improvement from a decade ago. Apprenticeships in the UK are much shorter than in some other countries, lasting between one and two years, compared with a norm of three years or longer in Germany and Austria. Another central difference with other countries is employer attitudes. Just 8 per cent of UK employers offer them, compared with a third in Australia – among the lowest in the developed world.

The rebuilding of apprenticeship began under the previous Labour Government and is being grown further by the Coalition. But we begin from a very low base, and it is not just the quantity and quality of the system that it is questionable - the lack of clear pathways into further education or work for those not attending university is compounding the problem, which David Miliband compared to a “field of unmarked landmines”. Part of the strength of the German system, Zimmerman argues, is the focus on detail and the co-ordination of all elements of a young person’s journey.

It is this that makes the difference, not, as Zimmerman said:

Lofty white papers or grandiose policy announcements issued in the national capital.

In Germany the system is built from the bottom-up, involving the whole community. While we have to recognise that we can’t entirely replicate their approach in the UK, we are lacking neither the organisations committed to the problem nor the political will to act. Ultimately, the focus has to be on the experience of each young person, and it is paramount that we ensure a continuity of support between school and the world of work – it is here that we can have the greatest impact.

German apprentices at work in Seimens. Photograph: Getty Images

Katherine Jones is a research assistant  for the The Work Foundation’s Socio-Economic team.

As part of their Bottom Ten Million programme she predominantly been working on a project on inequality in cities and investigating the changing characteristics of NEETs.

She studied politics and economics at the University of Manchester and hold an MSc in Social Policy Research from the London School of Economics.

Lizzie Crowley is leading The Work Foundation's work on Innovation in Cities for the Cities 2020 programme. She will also be running one of the Bottom Ten Million research strands, looking at the clustering of highly skilled workers in particular cities and regions and what this means for those with low skill levels.

Lizzie graduated in Sociology and has a master's degree in Social Science Research Methods, both from the University of Glasgow.

 

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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.