Young, gay, homeless - and likely to stay that way

The potential withdrawing of housing benefit for the under-25s is an assault on the lives of young

We have seen before, under this and previous administrations, the rhetoric of fairness used to justify reducing access to affordable housing for those on benefits. Fairness, claimed George Osborne in 2010, demanded the introduction of housing benefit caps: why should families on benefits live where working families cannot afford to rent?

And so when, just before Easter weekend, Downing Street airily mentioned cutting housing benefit entirely for young people under 25, it was again on the basis of fairness. Many low-paid working young people live with their parents, unable to move out, so why, asked the coalition, should young benefit claimants be supported to live independently? 
 
"We are always looking at ways to change the welfare system to reward hard work and make work pay," was the Downing Street response to the furore that followed. This version of fairness seeks to pit claimants against the low-paid in an effort to further reduce the welfare bill.  It fundamentally misunderstands the role of housing benefit in helping to stave off homelessness and rough sleeping among the young.  Perhaps most importantly, it conveniently ignores the fact that not all young people are equally able to remain in the parental home.  
 
Young LGBT people in particular are already at much higher risk of homelessness than their straight and cisgender counterparts, with around 25% of the young homeless population in urban areas identifying as lesbian, gay, bisexual, or transgender. Parental rejection is still an issue for these young people; many face the prospect of losing their homes on coming out, or increasingly, in the age of social media, being outed. Still more are living with parents or family members who are openly hostile or even violent. For some, the price of staying at home includes attempts by family members to ‘cure’ them of their sexual or gender identities, through reparative therapy, religious ritual, torture, corrective rape or forced marriage. Is it reasonable to expect them to remain at this cost? Is it fair to withdraw the housing benefit that gives them somewhere else to go? 
 
Homelessness services are already stacked against young LGBT people. On losing their homes and the support of their families, many move to cities that will give them a community and a social network, but ‘local connection’ requirements have further reduced the help they can get once they arrive. Domestic violence services are largely based around the needs of women experiencing partner violence; they’re not designed for young men, women and trans people fleeing violence from their families. Few hostels are welcoming or safe spaces for LGBT young people, and some give up hard-won temporary accommodation in the face of homophobic, biphobic or transphobic abuse. The transition from homeless teen to working adult is difficult to make: many young LGBT people are forced to leave the parental home long before they have acquired the skills to compete in the jobs market or support themselves successfully. Without housing benefit to fund secure, longer-term independent accommodation, many will be street homeless and at risk of exploitation.
 
In the US, where welfare services are meagre, the consequences for young LGBT people are severe: the prevalence of LGBT young people within the urban homeless population is around 40%, according to the Ali Forney Center, which provides help, support and a place to stay for young LGBT people in New York. The centre has 77 beds, which are constantly full, and the waiting list runs into the hundreds.
 
“LGBT youth here are 8 times more likely to become homeless than straight kids,” says Bill Torres, Director of Community Resources. “More than 80% of those who come to us have been kicked out of their homes for being who they are. The remainder run away due to abuse, neglect, or a combination of rejection and abuse.  And we have much less of a safety net in place [in the US].”
 
Torres feels the young people who come to the Ali Forney Center are especially vulnerable to sexual exploitation. “Surviving the street is a brutal experience. In a matter of days after being thrown out, the youth begin to beg or panhandle or steal to feed themselves.  They have to jump the turnstiles in the subway where they will sleep overnight.  Inevitably, many end up supporting themselves by ‘survival sex.’ There are ‘wolves’ – exploitative adults - that offer food and shelter and encouragement and eventually expect payback in the form of sex or in money earned from prostitution. We see kids who’ve lived this way for years.”
 
This kind of exploitation is already happening in the UK. A 2007 research report by the children’s charity Barnardos, ‘Tipping The Iceberg,’ found that young homeless LGBT people were already at higher risk of sexual exploitation, with many transitioning into sex work and drug and alcohol issues. Those who are supported to end this destructive cycle largely rely on benefits to provide them with secure housing and support until they can resume education or employment away from the risks of street life. It is surely no reasonable person’s idea of fairness to take that option away.  
 
Petra Davis is an activist and writer working in LGBT homelessness in London
25% of homeless people in urban areas are LGBT. Photo: Getty Images
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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.