The shame of Britain’s universities

LSE is far from the only university to accept money from repugnant regimes.

The links between the London School of Economics and the Gaddafi regime have damaged the university. Its talented director, Sir Howard Davies, has resigned, while a pall has been cast on the judgement of his predecessor, Anthony Giddens. A university once associated with the likes of Webb, Hayek and Shaw is now associated with accepting money from a tinpot Arab dictator. And unfortunately, LSE is far from the only British university willing to accept funding from morally dubious sources.

Top British universities regularly accept multimillion-pound donations from regimes with extremely poor human rights records, such as Saudi Arabia and Iran. "Britain's best universities taking money from the world's worst governments is an established trend," says Robin Simcox, author of a 2009 report that looked into the links between British universities and governments with a poor record of human rights.

The report by Simcox, A Degree of Influence, published by the Centre for Social Cohesion, showed that over the past 30 years top British universities have accepted numerous donations of between £150,000 and £8m from organisations linked to autocratic regimes – and even the regimes themselves.

Since 1986, the University of Oxford and the Oxford Centre for Islamic Studies have accepted a combined total of more than £105m in donations from sources such as the Saudi royal family, the Malaysian government and even the Bin Laden dynasty, among others. In 1997, the Oxford Centre for Islamic Studies received £20m from the now-deceased King Fahd of Saudi Arabia.

In 2005 the university received £1.5m from the United Arab Emirates' Zayed Bin Sultan al-Nahayan Charitable and Humanitarian Foundation. Sheik Zayed's previous endeavours included establishing a think tank that, according to A Degree of Influence, published a report claiming that Zionists "were the people who killed the Jews in Europe". The University of Cambridge also received £1.2m from the Zayed foundation.

Elsewhere, the School of Oriental and African Studies (Soas) accepted a donation of £1m from King Fahd of Saudi Arabia to set up a chair of Islamic studies in 1995. Four years later, there was an outcry when the university accepted a donation of between £35,000 and £180,000 from the Iranian government. Cambridge, meanwhile, offers a studentship that is fully funded by the Iranian regime.

The reputations of Oxford, Cambridge and Soas, however, have not suffered in the past few weeks for a simple reason: unlike Libya, the morally repugnant regimes they accepted money from have yet to collapse in voilence.

LSE's reputation suffered not when it accepted the money, but when Gaddafi started massacring his own people in response to an uprising. Howard Davies knew the potential risks to the university's reputation when he accepted the money. The university was not cautious, it was greedy – and now its name lies in the gutter. A number of vice-chancellors will look at Davies, however, and think: "There but for the grace of God go I."

Saudi Arabia's abuse of human rights is well documented. If Saudi Arabia were to follow in Libya's footsteps and launch a bloody crackdown on a restless populace, Oxford and Soas would have a lot of explaining to do. The House of Saud, however, would only be exhibiting its continued contempt for human rights – a contempt that was clear when the British universities accepted the regime's money. It won't be just those in Riyadh hoping for the Arab uprising to stop short of Saudi borders.

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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.