Losing our religion

Who knows about classics and the Bible these days?

Jeremy Paxman observes that during his 16 years as host of University Challenge, he has found that contestants "know less and less about classics and the Bible, and more and more about science and computing".

Who can doubt it? But this modern lack of awareness of two fields that were regarded as essential to a good education for so long is little noted -- even though it must count as one of the greatest transformations in our culture in the past half-century.

When Enoch Powell made his infamous "rivers of blood" speech in 1968, he could have assumed that the wider audience would know that the quotation was from Virgil's Aeneid (Mary Beard analyses the reference brilliantly here).

Similarly, Tony Benn could still be certain that a sizeable number of his potential readers would understand why he titled his 2004 memoir Dare to be a Daniel; that they would be aware of the Old Testament prophet of that name, if not necessarily the Salvation Army hymn.

But that would have been the older proportion. For younger browsers, the first Daniel to come to mind would probably be the Harry Potter actor Daniel Radcliffe. Benn acknowledges as much in his book: "I often forget that few people now have a biblical background or knowledge of the different Christian traditions. Biblical and religious references that slip into my speeches and articles are not necessarily always understood."

To lament the passing of these corpuses of knowledge out of the realms of popular discourse and their retreat into the citadels of scholars is not to make any comment about levels of religious belief: after all, a classical education was never intended to encourage consultations with oracles or sacrifices to Zeus. It is, instead, to mourn the breaking of a connection with millennia of history, references to which were the common currency of art, literature, music and even conversation.

Is speech the poorer for our no longer being able to assume familiarity with the works of Homer and the precise gradations of office in the Roman senate? Yes, I think so. More serious, though, is that a proper understanding of much of the fine art produced in Europe over the past 2,000 years is simply not possible without knowledge of the Bible. This not just about the subject matter, but about the positioning of people, objects, shadows -- all allusions lost on those unversed in Christianity.

Likewise, the joys of Handel's Messiah or Mozart's Requiem are severely impaired if one does not know why, as the countertenor aria has it, "He was despised, despised and rejected", or what the sounding of the trumpets in the "Dies Irae" -- the Day of Judgement -- are heralding. Questions of rights, philosophy, the existence of evil -- all these matters are frequently approached afresh, which may be a good thing in itself. What is less commendable is the latter-day ignorance about the Christian and classical thinkers who spent long decades pondering and writing about them. There just might be something to be learned there.

I am not suggesting that all need attain the easy expertise in the classics of a Boris Johnson or the ability to cite Old Testament chapter and verse possessed by my late grandfather, a Methodist who frequently spent a good couple of hours debating scripture on the doorstep when Jehovah's Witnesses came to call. But for these vast libraries to slip from the mind within a generation or two, and for no one to call "Stop!" and urge us to consider what we are losing, feels like carelessness of monumental proportions.

Does it really not matter that we no longer know what, until very recently, our ancestors took for granted?

Sholto Byrnes is a Contributing Editor to the New Statesman
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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.