What Downton Abbey can teach us about dying without a will

Where there's a will, there's a way.

Downton Abbey devotees and law students alike must have heaved a collective sigh of relief with the return to our screens of that compulsive lesson in legal history, cunningly disguised as a period costume drama.

Those who have not been drawn into the mystery and intrigue of the occupants of Downton Abbey, who seem to have suffered more communal misfortune than one would reasonably expect of an extended family (but no doubt a requirement for the television ratings), can stop reading now.

All others, take note for our first tutorial, of the references to the outdated (even then) but shortly to be amended laws on intestacy (Matthew failed to make a will) resulting in Lady Mary’s diminished share in the estate and looming spectre of heavy death duties.

While death at an early age is always tragic and as was observed of Matthew, he anticipated being around for many years thence, what happens on intestacy generally seems to come as something of a shock.

The rules, which determine the distribution on a person’s death of any of his or her property not governed by a valid will, are largely contained in the Administration of Estates Act 1925 (spookily coinciding roughly with the current Downton period - will Lord Grantham vote on it in the House of Lords?) and the Intestates’ Estates Act 1952.

By and large these have not kept pace with the requirements or expectations of modern family life. Back in 2009 the Law Commission published a consultation paper on various aspects of the rules, some of which have been included in the Inheritance and Trustees’ Powers Bill 2013 which is working its way through the House of Lords as I write.

Under the current provisions, however, in the absence of a valid will by Matthew, because his estate is likely to have been valued at more than £250,000 and he was survived by a wife and child, Lady Mary's entitlement today would still be limited. She could claim for herself a statutory legacy of £250,000 and all of Matthew's personal chattels.

The balance of Matthew's estate would then be divided in two with Lady Mary receiving a life interest (ie income only) in one half of the estate. The gorgeous George would be entitled to the other half of the estate on statutory trusts and the half of the estate in which his mother has a life interest, on her death.

This was probably not the result she and Matthew (or indeed Lord Grantham) were hoping to achieve by virtue of their collective and cumulative efforts in the previous three series. Do note, however, that in certain circumstances, the provisions of intestacy can be varied in the same way as one can vary a will.

However, in my experience what is sometimes more surprising for clients is not necessarily the effects of intestacy but the fact that despite having gone to the trouble of officially anticipating one’s demise and providing for it (as far as one's property is concerned) in a considered manner, one can find oneself inadvertently rendered intestate.

For example, if a testator divorces (or ends a civil partnership) his will takes effect as if his former spouse or civil partner had died before him, subject to express contrary intention. Similarly, marriage revokes a will unless it was drafted expressly in contemplation of the said nuptials. Of course, as a solicitor, Matthew should have known this, but perhaps he took too great a heed of the adage 'A solicitor who acts for himself has a fool for a client.'

Other topics for discussion in future tutorials might be the content of Nanny West’s employment contract (did she breach a condition that both charges should be treated equally?), the grounds for divorce in other jurisdictions or the extent to which the estate could qualify for agricultural, business or even heritage property for inheritance taxes. Who ever thought Downton was an education?

Sophie Mazzier is counsel at City private wealth law firm Maurice Turnor Gardner LLP

This piece first appeared on Spear's Magazine

Photograph: Getty Images

This is a story from the team at Spears magazine.

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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.