A Classless Society by Alwyn W Turner: Modern social history and Drop the Dead Donkey

This diverting book induces a kind of nostalgia for the 1990s without a jot of desire to relive them.

A Classless Society: Britain in the 1990s
Alwyn W Turner
Aurum, 624pp, £25
 
Until that azure September morning in 2001 when Mohamed Atta piloted American Airlines Flight 11 into the north tower of the World Trade Center, you might have been forgiven for believing Francis Fukuyama’s assertion that the 1990s had ushered in “the end of history”. Certainly in Britain it had been easy to think that we were sleepwalking our way through a fairly inconsequential decade, at least until 1997.
 
The events of that momentous year receive substantial coverage in A Classless Society: Britain in the 1990s, Alwyn W Turner’s third volume of modern social history. It is not a promising title, nor even a particularly meaningful one, something it has in common with Rejoice! Rejoice!, Turner’s volume on the 1980s. It also continues in his signature style. The book is detailed and expansive but richer in episode and event than theory or analysis. The overall impression is of a decade in which a great many things happened, but that they merely happened, untouched by any larger structural, economic or demographic forces.
 
From the first paragraph to the last, two personalities dominate: Tony Blair and John Major. Early on, Turner offers us the inspired aperçu that the prime ministers of the era embodied the qualities of earlier decades. Margaret Thatcher was, in essence, a 1940s leader, bellicose and Churchillian. Major seemed a man of the 1950s – sober, decent, a little dull – while Blair ushered in a new Swinging Sixties of cosmopolitan glamour, pop stars and relaxed hedonism. Turner’s personal opinion of the two men is never in doubt. His contempt for Blair will come as no surprise; indeed, to express anything else these days is a heresy. What is less predictable, although it is becoming fashionable, is a warm and generous assessment of Major.
 
The grey, pea-eating caricature of Spitting Image is replaced here by a “shrewd and effective political operator” who has a way with the ladies. John Prescott’s wife, Pauline, was said to have found him “witty and charming”. “I could feel myself tingling all over,” gasped Teresa Gorman. “He is a terrible flirt,” said Paddy Ashdown after Major asked Margaret Beckett whether she fancied “a nibble of my mace”.
 
Such is Turner’s enthusiasm for the Brixton boy with the circus lineage that he even makes a brief, spirited case for his associate David Mellor. Here at least was a bright and driven grammar school boy with the common touch, Turner argues, even if he was a difficult chap to like in 1992 (unless, apparently, you were Antonia de Sancha).
 
Beyond these two – and also Ann Widdecombe, for whom he has a clear, if curious, affection – Turner has little time for that final rump of Tory administration. He reminds us vividly of what an abject, sorry lot of incompetents they were, awash with moral laxity, drifting from one scandal and fiasco to the next, from Black Wednesday to BSE to identity cards.
 
A Classless Society is slighter, or certainly less dense, than its considerable heft would suggest and it is readable and accessible to a degree that may make the sniffier critics suspicious. It is the kind of book in which a comment from a character in A Touch of Frost is deemed as worthy and as sound as an academic monograph or a considered piece in the broadsheets. (It probably is, but the approach will infuriate some.) Even the most populist reader will surely feel that there is far too much referencing of stand-ups and sitcoms. One wishes that Turner had got out his copy of Hansard as often as his box set of Drop the Dead Donkey, from which he quotes on almost every page.
 
Structurally, the book is more than a little vague. The chapter entitled “Charters” starts with the “cones hotline”, moves on to satellite TV porn channels and ends up with Harold Shipman, Virginia Bottomley and, inevitably, Drop the Dead Donkey. He is overly fond of using quotations as epigraphs even when – as in this one from Bernard Manning: “If there’s such a thing as reincarnation, I hope Tony Blair comes back as a politician” – they make no sense whatsoever. That Turner finds this trenchant or informative is baffling.
 
Such is his dislike of Blair that it gives him a tin ear. He quotes Sue Townsend’s Adrian Mole on the 1997 New Labour election landslide – “a glorious new dawn of optimism and a celebration of the transcendence of all that is best in humankind” – and then pronounces it “absurd”. His antipathy to Blair appears to have blinded him, too; he seems unaware that the line is a joke. Worse, he twice repeats the hoary old canard that Blair lied about watching Jackie Milburn play for Newcastle United at St James’ Park. He said nothing of the sort and a two-minute detour to Google would have told Turner so. That he didn’t bother to check or chose to ignore the truth damages his credibility.
 
Yet this is a diverting book that induces a kind of nostalgia for those times without a jot of desire to relive them. On almost every page, you encounter a name from the past with the evocative tang of an old pop song or TV theme, be it Nigel de Gruchy, Swampy or the Maastricht Treaty.
 
It is an entertaining read, if short on surprises – yet there are a few. You may have forgotten, or possibly never knew, that the one newspaper that stood against the grief orgy following the death of Diana, Princess of Wales was the Daily Sport, which launched a sardonic attack on the sentimentality of Fleet Street and the massed crowds at St James’s Palace under the scornful headline: “Are we happy now?” The author also reminds us how fabulously out of touch our political classes can be with the prevailing mood. “Latin American peasant hagiolatry” is how Boris Johnson saw the nation’s communal sadness at Diana’s untimely death.
 
Most unexpected of all, on page 357, we learn that Prince Philip once made a joke about Jacques Derrida and deconstructionist theory. For this moment of delight alone, any discerning reader will be grateful.
 
Stuart Maconie is a writer and presenter on BBC Radio 6 Music
Posh sports for all: testing Junior's skills at the tenth hole on a crazy golf course in Hastings, 1999 Photo: Martin Parr/Magnum Photos

Stuart Maconie is a radio DJ, television presenter, writer and critic working in the field of pop music and culture. His best-selling books include Cider with Roadies and Adventures on the High Teas; he currently hosts the afternoon show on BBC 6Music with Mark Radcliffe.

This article first appeared in the 09 September 2013 issue of the New Statesman, Britain alone

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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.