Why the left should aspire to a "property owning democracy"

There is a social argument for ownership as well as a conservative one.

The aspiration to home ownership, once seen as part of British national identity itself, is in trouble.  Recent research by Cambridge University suggests that a marked drop in mortgaged home ownership both pre-dates the financial crash and is likely to continue long into the future. That won’t come as news to those trying to become first-time buyers, struggling in a mortgage market where the size of required deposits rises sharply, even as house prices themselves stay largely the same. It also won’t come as news to those families who have contributed to the rapid growth in the private rented sector, often struggling in a market which has seen neither consistent improvements in protections for tenants or in the quality of available homes. 

Some on the left of British politics probably welcome this potential long-term shift in Britain’s housing market. Many left-leaning commentators have long argued that the British have been overly committed to ownership, neglecting the possibilities of long-term renting associated with many European city environments. They also remember the battles against Margaret Thatcher’s attempts to create a “property-owning democracy” in the 1980s, where the belief that home ownership helped to shape a more conservative political orientation was shared by both critics and admirers alike

This would be a mistake, however. As an IPPR report that will be published later this week argues, home ownership should remain a primary commitment for British housing policy. We should dedicate ourselves to identifying new policy solutions to make it easier, not harder, for the people of this country to own a home.

There are two primary reasons why it is important to restore the possibilities of home ownership to as broad a section of the population as is compatible with economic stability.

 First, home ownership has always been the way in which most British families put down roots in their communities. Ownership enables people to feel a commitment to the place where they live. It provides a sense of belonging that is not generative only of a conservative political mentality but one which allows the development of a palpable sense of agency, with individuals and their families becoming able to commit to the good of their neighbours as well as to improve the quality of their own lives. The stable patterns of social interaction that are associated with communities of ownership are preconditions for the kind of social reciprocity that the left champions, as well as the more conservative disposition that is more usually commented upon. There is, in other words, a social argument for ownership as well as a conservative one and we would be foolish to overlook it.

Second, home ownership remains a widely shared aspiration of the people of Britain. Despite all of the difficulties with mortgages and affordability, most people in Britain long to be able to shape their own domestic environments, to choose their own wallpaper, to paint their own front doors. Narrowing the availability of this option only to the well-off - essentially to those with large enough deposits or with parents willing to pay the costs themselves -   would be to further segregate an already excessively segregated society. If home ownership was to become the housing equivalent of those “Olympic car lanes” that now blight London - available only to a very select few - then we would live in a less, not more, desirable society. The left should never welcome a development that enables the rich to continue to access a good to which most people aspire and to deny that right to others.

The decline in home ownership might not be easily reversible in the short-term. It would need significant reform of our mortgage market and, even more importantly, a substantial increase in the construction of new houses. Nonetheless, if we care about living in an integrated society, where people feel in control of their own lives and connected to their neighbourhoods, it is a good to which we should remain committed.

"Ownership enables people to feel a commitment to the place where they live." Photograph: Getty Images.

Marc Stears is fellow in politics, University College, Oxford and visiting fellow at IPPR.

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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.