Housing benefit can be the route to social mobility

Without housing benefit mine and my family's life chances would have been obliterated.

For four weeks in 2008, aged 24 and an unemployed graduate, I tried to claim housing benefit. I had just moved to London with my then partner from Yorkshire via a postgraduate training course in Essex, and a stint living back with my dad and temping in a bid to clear multifarious student debts. Both my partner and I were interning, me for a national magazine, he for a think tank. Neither of us was paid bar minimal expenses. But since his internship was longer-term, DFSS somehow decided that constituted a job, a job that meant he could or should support me (despite the fact he was living on hand-outs from his parents) and which invalidated my claim for housing benefit after just three weeks. In the end his family (who lived in Cyprus) offered to lend me some money, and soon after I landed a minimum wage media database job.

I was relatively privileged. There was some housing benefit available to me, for however short a time. At the eleventh hour, there was someone to help out. If I’d gone back home to West Yorkshire I could have kissed goodbye to a media career in the capital and my autonomy, but I’d still have had bare means. Certainly more than my younger cousin, a carpenter by trade, married with two small children and who had lost his job twice in 12 months since the recession gauged a chunk out of the northern economy, relying on benefits to keep him and his family going until he finally found work again. Brought up in a two-up two-down terrace, moving back into his childhood home with his partner and two small children wouldn’t exactly have made for comfortable living. That my aunt had serious health problems and one of her daughters (admittedly over the age of 25), her partner and two small children living with them for a while too due to similar economic constraints would have made it untenable.

Give or take a couple of years and Cameron’s proposed policy would have seen my cousin and I, two prime examples of the ‘feckless’, ‘entitled’ under-25-year-old benefit scroungers he wishes to obliterate, pretty much obliterated before we’d had a chance to make adult lives for ourselves. 

Where should my cousin have moved back to, exactly, Mr Cameron when there was no work for him, though he was desperate to graft, and when his family home was already overstretched? And shouldn’t I, along with thousands of other have been paid for working in the first place, so that there was no need to claim housing benefit? For me, housing benefit was a means of realising my ambitions and enabling social mobility; for my cousin, it was a matter of basic sustenance and pride.  Neither of us wanted state support, but to be able to support ourselves. And that’s not even to mention the situations, needs, or desires of our parents, whom Cameron would similarly see encumbered by banishing us back home in his bid not to overburden the state.

In Cameronland, it’s either spare bedrooms and free use of the second car, or gutless work-shysters who dream of a shabby, free flat on a sink estate. There may well be some 18-year-olds that plot a trajectory from their parents’ council house to their own, but for the majority of the 380,000 under-25-year-olds currently claiming house benefit, their circumstances will be as nuanced and complex as Cameron’s proposed policy is crude. You might want to look at some of those case studies, Mr Cameron, before being dazzled by the immediate cost savings. The sanctity – and sanity – of your so-called big society is at stake.

A block of flats in Bath. Photograph: Getty Images

Nichi Hodgson is a writer and broadcaster specialising in sexual politics, censorship, and  human rights. Her first book, Bound To You, published by Hodder & Stoughton, is out now. She tweets @NichiHodgson.

Getty
Show Hide image

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.

***

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.