Jan Moir’s myths about EMA

EMA’s critics wilfully ignore the positive aspects of the soon-to-be scrapped scheme.

Last Friday Jan Moir of the Daily Mail tried to back up her article from the previous week, in which she described teenagers who receive EMA as "spoilt brats", by now saying that they have to "just get on with it". This was in response to our supporters contacting her and pointing out the many flaws in her article, such as why teenagers who receive EMA can't possibly be "spoilt brats" when 80 per cent of young people on EMA come from families where household income is below £21,000 a year.

In her initial article, Moir describes EMA as a "waste of time and public money", and claims – falsely – that it fails to get more young people from poorer backgrounds to stay in education after GCSEs. Numerous studies by respected independent bodies such as the Institute for Fiscal Studies (IFS) demonstrate that not only does EMA increase levels of participation in post-16 education, but that any costs are completely offset. In addition, the Audit Commission support this and claim that it saves UK taxpayers about £4bn a year, by preventing young people becoming Neets (not in education, employment or training).

The Daily Mail columnist, notorious for her comments after Stephen Gately's death, then went on to claim that teenagers on EMA spend all their money on "beer, ciggies and Pret A Manger sandwiches". In fact, the only research into what young people on EMA spend their money on, by the IFS, found that, instead, they gave anything left over to their families to help with groceries. In spite of the overall research to prove the opposite, the myth that EMA affords poor teenagers some sort of debauched rock'n'roll lifestyle of drink and drugs, has risen to the top of the debate.

Moir's claim that Labour planned to axe the scheme is also disingenuous, as the Save EMA campaign successfully lobbied the last government to support EMA "up to and beyond" 2011 when the school leaving age is raised. But what was most telling was her complete vindication of Michael Gove, who she says for a long time thought it was a flop. Did she miss the last election where Gove said he would not scrap EMA? But her admiration for him is deeper than this, as she says that if EMA went towards supporting "a thirst for classics" then she wouldn't mind the scheme.

It also explains why Michael Gove says his model pupil is Mark Zuckerberg, the founder of Facebook. Gove believes that Zuckerberg became a billionaire due to his mastery of ancient languages. Zuckerberg, however, did not take advantage of a skills gap in ancient Greek, but rather computer sciences.

More important to his success was his ability to get a further education. Zuckerberg was born into a middle-class family in leafy Ardesly Village in New York State, allowing him to walk to class every day, unlike many of the poorest teenagers in our country, who have to commute many miles to their college, and find the money to cover the fare rises.

Unfortunately, Jan Moir is not alone in the media in lacking knowledge of the ordinary people she purports to speak for. Paul Ross, speaking on his BBC London radio show, said to me:

This sounds brutal, and I've got four children in state education and I would love them to benefit from EMA, but actually cuts are happening across the board.

Ross disliked my question about how much he is gettting paid. Unless things are getting hard for BBC DJs, his salary would certainly put his kids above the threshold to claim EMA.

There have always been such faux-tribunes of the people, from Kelvin MacKenzie to Richard Littlejohn, who pretend to speak "common sense" like ordinary working people while picking up six-figure salaries. But what is actually scary is their monopoly of publicity, which allows them to sidestep the facts and prop up myths on issues such as EMA, which is vital to working-class teenagers. Sadly, the only people who are truly "spoilt", it seems to me, are Jan Moir and her ilk.

James Mills is a Labour Party researcher and activist.

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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.