The profit motive won’t improve our schools

There is no evidence that commercial companies would improve results.

In a report published yesterday, former Cameron advisor James O’Shaughnessy identified an important problem. The conversion of thousands of schools into academies – which are free from local authority control – has left a vacuum with nobody to oversee school improvement at a local level. Michael Gove is finding that he cannot reliably monitor thousands of individual schools from his office in Whitehall. In the words of the report, this centralised system is "simply not viable" as a strategy for improving schools.

O’Shaughnessy’s first answer is for underperforming schools to be forced into academy chains. These are groups of schools that operate under an umbrella organisation which can monitor their performance and help them improve. There is some merit in this idea as many academy chains have proven to be successful at improving schools. Indeed it already happens to a large extent with failing schools – the report is just recommending an expansion of this approach to include schools that are mediocre, rather than plain bad.

O’Shaughnessy’s second answer is much more problematic. He argues that for-profit providers are best placed to take over the running of these schools and chains. According to him, only private companies – driven by the desire to make a profit – will have an incentive to turn around these schools. Without them the system will not be able to do the job.

There are good reasons why new providers can help our schools to improve – but they don’t have to be commercial companies. England already has a vibrant charitable independent sector and there is no shortage of organisations – like Harris and Ark – who are prepared to run our schools on a not-for-profit basis. Indeed academy chains in England are expanding at a far faster rate than the US.

Neither is there international evidence that commercial companies will improve results. As a recent IPPR report showed, profit-making companies have been brought in to run schools in Chile, Sweden and the US with little impact on standards.

Rather than turning to tired and unproven ideas around the power of the private sector, the government should adopt a different strategy for improving schools based on world class systems such as Canada and Finland. These countries can teach England three lessons on how to improve schools.

First, they rely on building the capacity of their teaching profession. In Finland, teachers are drawn from the top third of graduates, and those who work with the toughest children have masters degrees. In England, the government has taken the opposite approach – deregulating the sector and giving schools the freedom to recruit people who haven’t even qualified or trained as a teacher.

Second, these countries place schools in clusters where they collaborate with each other - sharing the best teachers, observing each other’s performance, spreading good practice and challenging each other to do improve. This sort of collaboration is hard to foster in the sort of market advocated by O’Shaughnessy - where companies have an incentive to compete for profit and market share rather than work together.  

Third, these countries all have structures in place to monitor the performance of schools and drive improvement at the local level. In Canada, school superintendents help to spot problems early and help tackle them before they escalate – they don’t leave it for distant bodies such as Ofsted or government ministers to do. O’Shaughnessy acknowledges the importance of this function in his report – and calls for a local schools commissioner to fill the role. But under his model this job would be put out to tender so that any organisation – public or private – would be responsible for assessing whether schools should be forced to change management. A far better model would be for school commissioners to be separate but accountable to local authorities, as IPPR had argued.

O’Shaughnessy's report has exposed a gap at the heart of the government’s school improvement agenda. The academies programme has created thousands of individual schools with little oversight or support to improve. Rather than putting his faith in commercial companies to provide the answer, Michael Gove should adopt a strategy that builds the capacity of the teaching profession, fosters collaboration between schools, and holds them to account for their performance through more democratic means.

Jonathan Clifton is a senior research fellow at IPPR. Follow him on Twitter: @jp_clifton

Michael Gove has said that for-profit schools "could" be introduced under a future Conservative government. Photograph: Getty Images.

Jonathan Clifton is a senior research fellow at IPPR.

Getty
Show Hide image

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.