Resits undermine A-level standards

Allowing students to resit examinations favours more affluent students and turns grades into questio

This year's A-level results -- "record", once again -- will doubtless reignite the annual discussion around a decline in standards. It's a debate that the Education Secretary, Michael Gove, has pre-empted with his proposal to scrap modular A-levels and revert to linear courses, in an effort to restore the "gold standard".

While there very clearly is a problem with the current system, hence the need for introduction of the A*, reverting to linear A-levels would be to throw the baby out with the bathwater. Both teachers and top universities have repeatedly said that resits, not modular exams, are the major cause of grade "inflation".

Modular A-levels can be fit for purpose, in terms of learning and as indicators for universities, if resits are scrapped.

A survey by Civitas last summer revealed extraordinarily high levels of resits happening at A-level -- and their significant impact. A nationwide sample of 150 heads of sixth form was asked to estimate how many resits their last A-level cohort had sat. Seventy-one per cent of teachers judged that over 50 per cent of the entrants at their school had done at least one retake during their A-levels. Sixty-nine per cent of teachers then estimated that over 50 per cent of these students had gained a higher overall grade as a result of resitting.

In short, the impact of resitting is huge. And all-importantly, the bulk of resits are on the less challenging AS papers, rather than the more in-depth A2 papers. Overall grades are being boosted by performance on easier content -- providing a potentially misleading picture of students' grasp of a subject.

A large number of teachers interviewed expressed grave concerns about resitting -- concerns based primarily on three problems. The first was that, because of the misleading picture conveyed by resitting AS exams, universities are having to set their own tests in order to identify students' true levels. As one West Midlands head of sixth form put it:

They [students] go to the wrong universities due to resits: if they retake lots of times they bump up their mark, but if they can't even do an AS first time round how are they fit for university?

The second concern was that a key function of the modular system -- continuous assessment and thereby continuous motivation -- was being eroded by the opportunity to resit. "If they couldn't do resits students would work harder and do better the first time," commented a head of sixth form in London.

The third, and perhaps most concerning, issue raised was the potential inequity of the resits. While resits line the pockets of exam boards, the cost for students potentially allows schools with a more affluent intake to take more resits, and therefore get better results. As one head of sixth form in East Anglia commented:

Resits are inequitable; there are financial implications with the resits, can they stump up the cash?

Cambridge University, which obviously has a vested interest in high-calibre A-levels, has defended the modular A-level. Its position is also that it is the resit, not modularisation, that is threatening standards. The benefit of the modular A-level is that it allows students to convey their knowledge and understanding of the course -- a desired outcome -- rather than their ability to perform in an exam.

Spreading assessment over four tests moves away from the "sudden-death" element of having all the exams at the end of the two years. However, resits have led to a scenario where all too often the entire focus of the course is preparation for examination. This turns grades into questionable indicators. So, rather than the dull and generalised lament about "standards", let's get on with addressing the specific weakness in hand.

Anastasia de Waal is director of family and education at Civitas.

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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.