Fathers in prison need support too

Keeping dads connected to their children during their sentence gives them purpose.

Over a quarter of young male offenders in prison are fathers. With the prison population bulging at 85,000, and the Ministry of Justice losing a quarter of its budget, Justice Minister Chris Grayling’s “rehabilitation revolution” must commit to schemes that work intensively with young men inside, or else risk fresh generations of children growing up without a dad.

Earlier this year, I filmed with a group of young dads enrolled on a parenting course in a Category B Young Offenders’ Institute in South London. I was aware that they’d done something serious to be serving a sentence there. But I was also surprised by how the role of being a father could be a catalyst for change in these men. A meaningful relationship with their children was vital to them: it helped them get through their sentence.

Nicky, a 20-year-old father of one, with another on the way at the time of filming, seemed brooding, and a man of few words at our first meeting. But later that week, from the privacy of his cell, he spoke freely of the separation from his child. “Feeding him breakfast. Seeing him run about and play. His first words. I miss all of that. I didn’t realize how much I would miss my son until I came to jail.” 

Keeping dads like Nicky connected to their children during their sentence gives them purpose. It helps to break the cycle of offending that costs the government between £9bn and £13bn a year. Over half of young people released from custody reoffend within a year. Two-thirds of boys with dads in prison go on to be convicted themselves.

This is not to diminish in any way the plight of mothers in prison, most of whom shouldn’t be there, and whose sentences cause unbelievable devastation both to their lives and those of their children. It’s to point out what people working with the women’s prison estate have said for years, that maintaining a close bond is fundamental to the mental health of the parent and minimises damage to their child.

But being a dad from prison is difficult, with partners at home bearing the brunt of the responsibility for keeping the relationship alive. Most male offenders are placed over 50 miles away from their home area, which is a long way to travel with small children, and involves absence from work or school. 

Visits can be stressful for parents, and confusing and upsetting for the children. There are metal detectors and uniformed officers, and offenders are fixed to their seats, wearing a bib, unable to get up and play, or chase after their children if they run off. It’s hardly surprising that 40 percent of offenders lose touch with their families while they’re inside. 

The effects of the separation on a child can be distressing. Sean, another dad I filmed with, told us how his four-year-old daughter regularly woke up in the night screaming his name. His partner admitted there were problems at school. Prisoners' children are three times more likely to engage in anti-social behaviour and around a third experience significant mental health problems.  

There are creative, low-cost schemes operating across the prison estate that equip dads on the inside with the tools to be better fathers. The course I filmed was Time to Connect, run by the Prison Advice and Care Trust for both female and male offenders. It uses play techniques such as clay modelling to draw out childhood memories, and makes the inmates think about the kind of parent they want to be, whilst giving them tips on how to get more out of their visits. 

The course finishes with a Family Day where the offenders are free to move around and play with their children.  The aim is for parent and child alike to come away feeling positive about their time together.

The worry is that schemes like this will be at the sharp end of cuts, as family support work comes directly out of prison governors’ already stretched budgets. If Chris Grayling is committed to reducing reoffending, then he has to believe that the work starts inside, not at the prison gates. A payments-by-results system for ex-offenders stands a greater chance of success if they’ve already got something to stay out for.

Over the course of filming, I heard familiar stories, landmarks on the way to spending time inside: childhoods spent in and out of the care system, the lack of even basic qualifications, and the overwhelming pressure of gang allegiances. The most repeated story I heard was the desire to be a better father than the one they had. The opportunity the prison system has is to help them learn how to be one.

Cat McShane is a documentary maker and writer

A prison officer stands outside Winson Green Prison, Birmingham. Photograph: Getty Images
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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.