EM Forster by Dora Carrington.
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The producer vowing to film E M Forster’s “unfilmable” novel

After spending three weeks in hospital with a suspected heart condition, Adrian Munsey decided to tackle The Longest Journey — the last unfilmed Forster novel.

When Adrian Munsey was an undergraduate student at King’s College, Cambridge in the mid-1960s, there was a strange wooden panel on the wall of his bedroom. “The novelist E M Forster lived here in 1897,” the panel read, which was odd, because E M Forster still lived in the building, in a room on the floor beneath Munsey.

Forster was by then 88 years old, living on support from King’s and doing very little. It was over 40 years since the author of Howards End and A Room with a View had published any fiction.

“Every morning he would walk across the front court,” Munsey told me recently over a hefty winter lunch at a café on the Farringdon Road, London. “I’m pretty sure most people thought he was dead.”

Munsey himself is now 67: a bright, charming and open individual whose career has taken him from teaching in art schools to directing, composing and producing for TV and film.

“Forster had written about India and his father died when he was very young; I’m half Indian and my father died when I was ten. I don’t want to get too psychological about it but there was something that drew me to his work,” he says.

After switching from history to English, Munsey tore through the Forster canon, avoiding A Passage to India, “because of my father”, which eventually led him to The Longest Journey, probably Forster’s least popular novel. It’s a difficult, allusive coming-of-age tale about a lame-footed boy named Frederick Elliot, known as “Ricky” or “Rickety”.

“I wanted to learn about other people’s inner lives,” Munsey says. “It sounds a little corny but I just couldn’t put it down. Here was this person struggling with ideas of how they should be, but feeling, quite literally, crippled. I saw Forster every day on the way to breakfast, so one morning I plucked up the courage to speak to him. I told him The Longest Journey was the best book I’d ever read and asked if I could buy him a drink.”

“I’m so pleased you’ve said this,” Forster replied. “It’s my favourite of my books. It’s so much based on myself.” The pair went for a glass of white wine. “You know, you’re the first person to ask me to go for a drink in 30 years,” Forster said.

The Longest Journey begins in Cambridge, in rooms which, by further coincidence, Munsey would occupy during his third year of study. Its protagonist fails to realise his artistic ambitions. He moves to rural Wiltshire and becomes a harsh schoolmaster, while his wife mourns for a previous love. Ricky fails to have the “truthful relationships” he so desperately wants – until, that is, he saves his alcoholic half-brother’s life shortly before his own death.

Last year, Munsey spent three weeks in hospital with a suspected heart condition. When he was given the all-clear, he became determined to see the only Forster novel that had never been adapted appear on the big screen.

“James Ivory told me it was too depressing to be made into a film, but I disagree . . . It doesn’t matter if you’re 20, 50 or 70 – the question of redemption is always contemporary.

“The book has been a warning to me against diffidence, dishonesty, being ‘rickety’ in my relationships with others,” Munsey says. “I think I’m the only producer who can make the film.”

He is now in pre-production for an adaptation of Forster’s unloved, unfilmable book. “He was so keen to show how personal it was,” Munsey recalls, “he just blurted it out. It felt to me like a moment of . . . well, connection, I suppose.” 

Philip Maughan is a freelance writer in Berlin and a former Assistant Editor at the New Statesman.

This article first appeared in the 23 January 2015 issue of the New Statesman, Christianity in the Middle East

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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.