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Modernising the monarchy? Hardly, says Laurie Penny

The way the royals are reported is like a Disney film.

In our storybook world, royalty open hospitals with their shiny-haired brides, rather than stomping in muddy wellingtons over democracy.

The true purpose of the British monarchy, as the late Douglas Adams might have put it, is not to wield power, but to distract attention away from it. We can be curiously coy about the way privilege works in this country: consider, if you will, the horrified reaction to the news that Prince Charles has been allowed to dabble in the affairs of government.

Parliamentary loopholes have meant that the unelected heir to the throne has been granted power of veto over matters that affect the private interests of the Duchy of Cornwall, including road safety, planning and environmental policy. We are shocked by the reminder that the royal family is more than a tinselly relic to bring in the tourists: it actually has political influence and some of its members are uncouth enough to use it.

While all of this has been going on, there has barely been a day when the young Duke and Duchess of Cornwall have been absent from the front pages. It's as if the loveliness of the Duchess, wafting in designer gowns around various official engagements with her subtly balding beau and the international media in tow, were enough to distract the world from a nation creaking with corruption and civic breakdown.

In Britain, we are comfortable with the trappings of power as long as they are phrased in the manner of a fairy tale. At the end of last month, changes to the royal succession were made, to much fanfare, to ensure that female firstborn will be able to inherit the throne. "Put simply, if the Duke and Duchess of Cambridge were to have a little girl, that girl would one day be our queen," said David Cameron, with all the political gravitas of an episode of Jackanory. This "modernisation", which, like most recently hailed feminist triumphs, makes cosmetic alterations to the existing system while ensuring that nothing of relevance changes, is as clear a message as any that the House of Windsor intends to squat in its position of privilege for many generations to come.

Giving it welly

The real story of power and privilege in Britain is far murkier than the Disney-princess version peddled by the tabloids. In this storybook world, royalty open hospitals with their shiny-haired brides, rather than stomping in muddy, expensive wellingtons over the democratic process.

It is worth noting, in these circumstances, that the word "privilege" actually means "private law". It means that wealthy or aristocratic influences are allowed to bend the rules to suit their own interests - and this goes on all the time behind the closed doors of Whitehall, not just with the Windsors. Documents leaked to Private Eye showed that the permanent secretary to HM Revenue and Customs personally shook hands on a deal that let off the investment bank Goldman Sachs £10m in unpaid interest on a failed tax-avoidance scheme.

The Ministry of Defence is only just staggering away from a scandal in which it emerged, among other things, that a lobbyist who had paid a reported £20,000 in expenses to Liam Fox's aide was granted face-time with the arms sales minister. Time and again, private law trumps the public interest, yet we allow ourselves to be distracted by a fairy tale of functioning democracy.

This is no time for sugarplum politics. Behind every modern fairy tale is an ancient fable of thuggery, hierarchy and blood, and the story of modern Britain is no different.

Laurie Penny is a contributing editor to the New Statesman. She is the author of five books, most recently Unspeakable Things.

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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.