There are not 120,000 "troubled families"

This zombie statistic refuses to die.

The Department for Communities and Local Government has released a report focusing on so-called "troubled families", which presents a compelling case that the worst of these families have problems which need urgent intervention. But it also takes the opportunity to revive one of the department's favourite zombie statistics. A report which is based on formal interviews with 16 families ("although she met and talked with many more") is generalised out to cover 120,000.

This six-figure number is one of the DCLG's favourites. It has been pushing it since at least February, when NIESR's Jonathan Portes first drew attention to the problems with the definition of "troubled". When the Prime Minister quoted the figure, he called these families:

The source of a large proportion of the problems in society. Drug addiction. Alcohol abuse. Crime. A culture of disruption and irresponsibility that cascades through generations.

As Portes pointed out, the actual definition of troubled families focuses far more on them being families with troubles, rather than families causing trouble. The DCLG has an explanatory note on the topic, which defines the families as any holding five or more of the following characteristics:

a) no parent in work
b) poor quality housing,
c) no parent with qualifications,
d) mother with mental health problems
e) one parent with longstanding disability/illness
f) family has low income,
g) Family cannot afford some food/clothing items                                                        

So back in February, the overarching problem with the statistic was how it was used, rather than the number itself. Whether or not there were 120,000 of them, these troubled families are in no way "irresponsible".

But last month, the dishonesty became clearer. Perhaps realising that the rhetoric didn't match up with the definition, the department published a new explanatory note, which claimed that troubled families were:

Characterised by there being no adult in the family working, children not being in school and family members being involved in crime and anti-social behaviour.

That definition does sound much more like one of a family suffering "a culture of disruption and irresponsibility", certainly. But normally, when one changes a definition of something, the number of cases falling under that definition also changes. Not so with the troubled families. The department continued – and continues – to refer to "120,000" of them.

Even worse, when the Prime Minister first referred to the families (using the kinder definition), he did so with an extraordinary level of granularity, saying:

There are an estimated 4,500 of these families in Birmingham, 2,500 in Manchester, and 1,115 here in Sandwell.

Once the definition changed, had the location? Like hell.

As Jonathan Portes concluded his post:

It is difficult to conclude anything except that the Department, and the governnment, have become hung up on the 120,000 number despite the fact that they are well aware that it is now completely discredited, either as a national estimate of the number of "troubled families" or as a sensible guide to local policy.

The release of today's report just confirms that feeling. The figure of 120,000 is mentioned exactly twice in the 30,000 word report (pdf), once in author Louise Casey's foreword and once in the introduction. It is also mentioned twice in the 600 word press release, and twice in each of the Guardian and Mail's reports on the topic. It seems like something which has little to do with the content of the report (an admirable qualititative study of what it's like to live in an incredibly disfunctional household, but one which offers little guidance as to how widespread the problems are) and everything to do with a need to push a continuing narrative.

People like to put numbers on things, so here's one: with the actual information the DCLG has put out, we know of just 16 troubled families, the ones interviewed by Casey. Pick a number any higher than that and you're getting into the same voodoo mathematics the government has been performing for the last six months.

Syringes lie on the floor. But are they from a "troubled family"? Photograph: Getty Images

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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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.

***

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.