The myth of the “big society”

The public don’t want to get involved. Do you blame them?

James and I have a column in the mag tomorrow in which we critically analyse David Cameron's "big society" big idea.

In the meantime, a couple of related things.

To what extent do people want to be part of this "big society" and accept the Tory invitation to "join" the government? Gary Gibbon of Channel 4 News asked Cameron where the evidence is that people want to be "prised away from the telly" in order to run public services or their local communities. The Tory leader said he "profoundly" believed that people want to be more involved.

Really? This poll from Ipsos-MORI asked voters if they wanted more involvement in the provision of local public services. Only one in 20 wanted "involvement", whereas one in four wanted "more of a say" and half of them only wanted "more information". (Incidentally, the poll also showed that less than a quarter of the public agreed with the statement: "There is a real need to cut spending on public services in order to pay off the very high national debt we now have.")

Another, earlier poll from the same company asked voters to what extent, if at all, they would like to be involved in "decision-making" in their local communities, to which 50 per cent responded "not very" or "not at all". And when asked about being "involved" in the running of the country as a whole, the percentage of "uninteresteds" increased to 55 per cent.

People seem to opt for quality over control. My colleague Tom Calvocoressi makes an interesting analogy between the "DIY government" being proposed by the Tories and the do-it-yourself checkout procedures on offer from Tesco self-service tills.

In a busy superstore, with long lines for the checkout, self-service seems like a great idea to start with, supposedly speeding up your progress and handing power and responsibility to you, the customer. But then the barcode won't swipe, "approval is needed" for your carton of milk, the bags have run out and the whole procedure ends up taking you even longer than queuing for a cashier.

Ultimately you conclude that it's quite nice having someone who is paid and trained to do the job for you. We have other things to be getting on with.

Or, as Jackie Ashley put it in the Guardian yesterday, "Perhaps the biggest problem is that the politicians dreaming up these plans are different from the rest of us. After all, they are quite happy to spend 24 hours a day, seven days a week working at politics. The rest of the country have a life."

Mehdi Hasan is a contributing writer for the New Statesman and the co-author of Ed: The Milibands and the Making of a Labour Leader. He was the New Statesman's senior editor (politics) from 2009-12.

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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.