Terry Pratchett: My daughter Rhianna will take over the Discworld when I'm gone

In an interview for this week's New Statesman magazine, the fantasy author tells Laurie Penny, "the Discworld is safe in my daughter's hands".

Terry Pratchett plans to hand over the Discworld series to his daughter Rhianna, he reveals in this week's New Statesman.

In an interview with Laurie Penny - who has returned to the NS as a contributing editor - the author, campaigner and "professional morbid bastard" talks about his life and work. They discuss his diagnosis with posterior cortical atrophy, a rare form of Alzheimer's, in 2007. Since then, his health has declined markedly:

He has lost the ability to use a keyboard altogether and can do very little with a pen. His most recent four books have been written entirely by dictation, and with the help of his assistant of 12 years, Rob Wilkins.

"I can no longer type, so I use TalkingPoint and Dragon Dictate," Pratchett says, as Rob drives us to the café in a rather unexpected large gold Jaguar. "It's a speech-to-text program," he explains, "and there's an add-on for talking which some guys came up with."

So, how does that differ from using his hands to write?

"Actually, it's much, much better," he says.

I hesitate, and he senses scepticism.

"Think about it! We are monkeys," says Prat­chett. "We talk. We like talking. We are not born to go . . ." He turns and makes click-clack motions, like somebody's fusty grandfather disapproving of the internet.

Pratchett's assistant of 12 years, Rob Wilkins, also reveals that earlier this month, the author suffered an atrial fibrillation in the back seat of a New York taxi. Were it not for emergency CPR, he would have died.

What happened next is that Pratchett collapsed. “I had to kneel on the back seat of the taxi and give him CPR,” Rob says. “It was fingers down throat stuff. He nearly died.”

The author was rushed to hospital, but recovered swiftly. Doctors told him that he had suffered an atrial fibrillation, caused by the cumulative effect of drugs he had been prescribed for high blood pressure and made worse by his busy touring schedule. He now downplays the incident. “I once heard it mentioned that signing tours can kill you quicker than drugs, booze and fast women,” he tells the New Statesman. “Some of which I haven’t tried.” It’s made him wonder if he should slow down and devote more time to writing and his family, but he enjoys life on the road too much to give it up.
 
Nonetheless, it has focused attention on the future of his work, as well as on his only child, Rhianna Pratchett (herself an accomplished writer). Penny writes:

[Rhianna] will be a co-writer on the BBC Discworld series The Watch, news of which has had fans like me chewing their cheeks in excitement. Mine may never recover after hearing some particularly exciting casting details that I'm absolutely not allowed to tell you about.

Run by Pratchett's new production company, Narrativia, The Watch will continue the well-loved City Watch saga where the books left off, and Rhianna will be an important member of the writing team. The author tells me that he will be happy for her to continue writing the Discworld books when he is no longer able to do so. "The Discworld is safe in my daughter's hands," Pratchett assures me.

Rhianna has grown up immersed in her father's universe and knows it inside out. Listening to him talking about his daughter, I realise it is the first time I've heard him acknowledge the possibility of not being able to write any more.

Pratchett says that his reaction to this fact is mostly to be "incredibly angry".

“Anger is wonderful. It keeps you going. I’m angry about bankers. About the government. They’re fecking useless.” He really does say “fecking”. “I know what Granny Weatherwax [a no-nonsense witch who crops up in several Discworld novels] would say to David Cameron. . ."

And what is that? Buy this week's New Statesman to find out. 

The NS will be available from newsagents on Thursday, 15 November. Single copies can be purchased here.

Terry Pratchett, who is interviewed by Laurie Penny in this week's magazine. Pal Hansen/Contour
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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.