The New College of the Humanities: Would you pay double university fees for a better education?

Tabatha Leggett visits A C Grayling's elite start-up, where the first intake of students are getting to grips with life at a private university.

With most of the country still complaining about university fees being raised to £9,000 a year, it’s easy to forget that a small group of teenagers chose to pay double that by enrolling at A C Grayling’s elite start up, the New College of the Humanities (NCH), last October.

Launched as a protest against government cuts to humanities funding, NCH is the UK’s second private university, after the University of Buckingham. In attempting to combine the best aspects of the American liberal arts model with an Oxbridge-style education, NCH offers degrees in English, History, Philosophy, Politics, International Relations, Economics and Law. On top of that, students are required to "minor" in another subject, study modules in ethics, critical thinking and logic and enroll in a professional skills course.

As I arrived at 19 Bedford Square, the Georgian townhouse in which the NCH is based, I was struck by how tiny it is. With fewer than 60 students currently enrolled, and only 100 expected to arrive next year, the NCH is smaller than most sixth forms. This is its main draw, since it is able to offer the same contact hours as Oxbridge. Every week, students sit through 10 hours of lecturers, four hours of small group discussions and an hour’s one-on-one supervision, for which they must write a 2,000 word essay – which is significantly more than most universities offer.

Bedford Square in London, where the NCH is based.
Photograph: Tabatha Leggett

The argument against NCH is simple: if the education it offers is not at least twice as good what other UK universities offer, it’s a blatant con. And if it is, then it allows wealth to dictate the quality of higher education you’re entitled to.

“There’s an awful lot of slack in the university system,” says Jane Phelps, who is in charge of NCH’s admissions system. “I met a boy studying Economics at Cardiff last week. He has 400 people in his lecturers and his smallest supervision is shared with 40. There’s no way that’s a worthwhile experience.” It’s this, Jane claims, which has caused students to leave LSE, Bristol, York, Exeter, Sussex and Trinity College Dublin and enroll at NCH, which had no dropouts in its first year. Still, attempting to resolve the failings of UK universities via a privatised system is more contentious than Jane will admit.

The NCH’s application process is modeled on Oxbridge, but students don’t need three As. “They need the potential to achieve three As,” Jane tells me. “The exam system is a bit variable and sometimes examiners don’t understand answers because the kids are more clever than them.” To me, that sounds like an excuse for offering places to students who miss their predicted grades. This isn’t necessarily a bad thing, but I wish Jane would acknowledge it.

Students at the NCH.
Photograph: Tabatha Leggett

Jane explains that 16 NCH students receive full scholarships, and they’re hoping to increase this proportion. Jamie, a Philosophy student from Bristol, is one of the lucky few. Jamie receives a full, means-tested scholarship, which means his education and living expenses are paid for by the College. Francesca, a Politics student from Chiswick, receives an exhibition on academic merit, which means she only pays £7,200. “No one is here because they have lots of money,” says Francesca. “They’re here because they’re investing in an education.”

But is it a worthwhile investment? I can’t help but think that although these students’ future employers will respect the workload they’ve had, they won’t look favourably upon a bunch of teenagers who have invested in an education without any proof that it’ll get them anywhere. NCH is, after all, a start up. It has no alumni, which means there’s no way of knowing whether they’re likely to get jobs at the end of it. And £54,000 is a lot of money to spend on a gamble.

The New College of the Humanities has a "Thinkery" room.
Photograph: Tabatha Leggett

The best counter argument Jane offers is that NCH’s Personal Development Counsellor establishes a personal relationship with each student and uses her own contacts to help them to secure internships and jobs. Granted, that sounds better than most universities, but a good careers service hardly makes up for the extra curricular activities on offer at established universities. Because the NCH has such a small student body, it doesn’t have big enough sports teams, drama societies or student newspapers. Jane insists that students can just join local clubs, but I can’t help but think she’s missing the point. I’m pretty sure playing university sport is totally different to playing for a local club, and I certainly learnt more writing for my student rag than I ever did attending lectures.

It’s obvious that the UK’s university system is flawed, but setting up a for-profit, private institution at the very time the public voice is finally clamouring for education reform and wider access doesn’t seem like the right answer. Until the NCH’s class of 2015 graduates, though, we’ll have to sit tight and hope that most universities won’t follow suit. If they do, humanities subjects are going to suffer a major blow. After all, I don’t know many people who would pay £54,000 for a degree in thinking.

The New College of the Humanities launched in October 2012. Photograph: Tabatha Leggett

Tabatha Leggett is a freelance journalist who has been published in GQ and VICE and on the London Review of Books blog and Buzzfeed.com.

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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.