On the fringes?

The mainstream media gives disabled people precious little coverage

Disability is regarded by many commentators as being a fringe concern and we receive precious little coverage in the mainstream media, in comparison with many other sections of society.

On the one hand, disabled people would not welcome the obsessive treatment that is given to Islam by the national press, but it would be nice for our existence to be at least acknowledged once in a while.

This neglect is compounded by the attitude of many employers and service providers, who resent making changes to their business practices for what they see as a tiny minority of the population.

In many cases, the only time that we are discussed is to ask the question, ‘Have disability rights gone too far?’ It is surely premature for the backlash to begin before widespread acceptance has yet been achieved.

It is a truism that there are far more disabled people than most people expect and there is an oft-quoted statistic that one in five of the UK population qualify for protection under the Disability Discrimination Act.

However, this figure is easily dismissed by assuming that most of these people have impairments which are regarded as relatively minor, such as back problems, dyslexia or depression.

Such a view is highly patronising and seriously underestimates the extent of exclusion faced by members of these groups. In any case, even if we grudgingly ignore them, the ‘disability problem’ stubbornly fails to disappear.

For example, 3% of British people have visual impairments that cannot be remedied with glasses, 2% use wheelchairs, and 1% will be diagnosed with schizophrenia in their lives.

We are not hiding. These numbers seem surprising because very few organisations have workforces even remotely reflecting these proportions, and most high street shops cannot be accessed by a lot of disabled people.

Even if there was a reason to visit the city centre, many people are completely unable to get there by public transport. Meanwhile, the total collapse of community cohesion combined with a general inability to cope with unusual behaviour causes many people with mental health difficulties to become socially isolated.

Although the encounters that we have on a day-to-day basis can sometimes be a reliable indicator of the composition of society, in this case they produce a dangerously distorted picture. I have given up any hope that TV with ever do enough to correct this perception.

When it is argued, to choose one example, that websites need not be made accessible to blind people, because not many of them use the internet, this is a clear case of putting the cart before the horse.

To quote a sentimental Kevin Costner film, ‘If you build it they will come.’ Being located in a deep pit, the Eden Project did not find it easy to provide access, but it has been rewarded with thousands of extra visitors, and the number of wheelchairs on show is a striking contrast to other tourist attractions. To someone who is not used to it, they seem to be everywhere.

It will only be possible to get a realistic perspective of the size of the disabled population when the same can be said of every single building in the country. Just one inaccessible shop does more to create segregation than a million veils.

As a child, I was very successful in my schoolwork but found it difficult to make friends. I went to Cambridge University but dropped out after a year due to severe depression and spent most of the next year in a therapeutic community, before returning to Cambridge to complete my degree. I first identified myself as autistic in 1999 while I was studying psychology in London but I was not officially diagnosed until 2004 because of a year travelling in Australia and a great deal of NHS bureaucracy. I spent four years working for the BBC as a question writer for the Weakest Link but I am now studying law with the intention of training to be a solicitor. My hobbies include online poker and korfball, and I will be running the London Marathon in 2007. I now have many friends and I am rarely depressed but I remain single.
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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.