Sol Campbell in action for England during Euro 2008. Photograph: Getty Images.
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Sol Campbell is wrong - for most England fans, race is irrelevant

When it comes to choosing an England captain, fans are more likely to have a biased opinion based on club colours than skin colour.

The former England footballer Sol Campbell believes he was prevented from captaining his country more often because of the colour of his skin. He told the Sunday Times: “I don’t fit the FA’s image of an England captain. I’d done enough to be captain. I’ve asked myself many times why I wasn’t. I keep coming up with the same answer. It was the colour of my skin”. Campbell argues that both the FA and most England fans prefer the captain of the national side to be white. “I don’t think it will change because they don’t want it to, and probably the majority of fans don’t want it, either. It’s all right to have black captains and mixed-race in the under-18s and under-21s but not for the full side. There is a ceiling and although no one has ever said it, I believe it’s made of glass.”

Campbell’s views reflect the amount of prejudice and abuse that he has faced in his career. Though he is straight, the player faced significant amounts of homophobic abuse, which the game was much slower to crack down on than racist monkey chants. The arguments about who should have been England captain when in the late 1990s are inevitably subjective. But there is little evidence of an FA “glass ceiling”. After all, Campbell was himself selected to be captain of the full side, and at a younger age than any England captain, except Bobby Moore. Paul Ince and Rio Ferdinand were also England captains in this era, with little public discussion or controversy of this. The Sunday Times’s front-page story reported that he captained England on only that occasion, though Campbell captained England three times in his 70 appearances, as was corrected in the final editions. By chance, Sir Bobby Charlton was also captain three times in his 106 games, which shows that any England team will usually contain many potential leaders. Campbell’s experience probably had more to do with the choices of England managers than with an FA policy. He was asked to captain the side twice, when very young, by Glenn Hoddle in 1998. But Hoddle was forced to resign early the next year and his successors chose other players.

Whatever the merits of the choices that England managers, or the FA made, Campbell is on weakest ground in suggesting that most England fans would prefer a white captain to a black captain. This seems extremely unlikely. The vast majority of England fans see nothing remarkable in our multi-ethnic football team or its leadership. The question of whether you could be black and equally English was a publicly contested issue in the late 1970s and into the 1980s. When Viv Anderson first put on the England shirt as a full international in 1978, and Paul Ince first captained the team in 1993, it was worth marking the breaking of a glass ceiling. The racists were probably in a minority even in the 1980s. The problem was that a vocal National Front-associated group of extremists dominated the England travelling support, to the extent that they put everybody else off. When John Barnes scored that crazy, mazy goal in Brazil’s Maracanã stadium in 1984 to put England two-nil up, the NF contingent in the stadium chanted one-nil. But the nation watching at home knew the real score – and celebrated the goal.

By the time that Campbell or Ferdinand were leading England out, the idea of a non-white captain went unremarked – because it had become enough of a norm for us to barely notice. We don’t discriminate over the race of our sporting heroes. At the last Olympics, three-quarters of people rejected the notion that we should cheer more loudly for British-born Team GB athletes to those who had come to this country to wear our flag. At least that proportion would find the idea of a race bar on picking the England captain bizarre. This goes for Englishness outside the stadium too. Sometimes liberals wonder and worry about whether English remains a racially exclusive category, even though British identity is more inclusive. But this is an idea that most people in England reject. There is still a sizeable minority – of one in five - who say it is very (12 per cent) or fairly (10 per cent) important to be white to be English. But most say it does not matter at all, as YouGov polling for British Future has shown. France did have a rather tortuous and embarrassing debate about whether the Republic of equality and fraternity should have a policy to make sure there weren’t too many black players in the national team. Such a conversation would struggle to get off the ground in England today and would be laughed out of court in the post-match phone-ins. Most England fans will want the team, and the captain, chosen on merit. Football being a matter of opinion, of course fans will argue about who the best captain should be. When it comes to choosing an England captain, most of us are now rather more likely to have a biased opinion based on club colours – who plays for the teams we support, or that we love to loathe – than skin colour.

Sunder Katwala is director of British Future and former general secretary of the Fabian Society.

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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.

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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.