Grammar and spelling pedants: this is why you're wrong

Martha Gill's "Irrational Animals" column.

I don’t mind other people’s bad grammar. I don’t care when people get “less” and “fewer” the wrong way round or say “James and myself” instead of “James and I”. I don't mind when people use “it’s” instead of “its” or use phrases such as “going forward” and “let’s action that” and “innit, though”. In fact I find it quite comforting. It feels like job security.

But I appear to be pretty much alone. Other people’s bad grammar, coupled with their “sloppy language” and “management speak”, might be the most common pet hate in the world. Emma Thompson is driven “insane” by bad grammar, David Mitchell hates it when companies say they have a "passion" for their products or services, when in their heart of hearts they probably don’t (at least, not a passion), and Stephen Fry once publicly ridiculed the acronym “CCTV” for being “a bland, clumsy, rhythmically null and phonically forgettable word, if you can call it a word”. (A bit unfair, Stephen – just listen to the words you use, such as “null”. That also sounds quite null.)

It's comedians, you see, who have the biggest problem with grammar and bad phrasing. It’s just such an easy source of material. Pick a common but counter-logical phrase, slowly repeat it several times, getting increasingly confused, then appeal to the audience: “What does that actually mean? What does that literally mean? I literally have no idea what that means.” Oh, come on, just put the phrase in context and have a bit of a think. You can probably work out what it means.

Now there’s nothing wrong with trying to be clear, but what's annoying about people advertising their hatred of small grammatical errors is that it’s fairly transparently a status thing. Where once the aristocracy used to make a point of getting twitchy when others poured the milk in before the tea or had supper at 6 rather than 8, the intelligentsia now mark themselves out by being, by nature, “unable to stand” certain phrases. Why? Well, they are simply anxious, they go on to explain, that language be preserved. Grammar in particular needs to be protected rigorously. Without patrolling, it could slip into disuse - and how would we understand each other without it?

But grammar is as naturally robust as DNA and it's actually the kids who are preserving it. The obvious example to reach for here is the development of Creole languages. People flung together with no shared language, such as groups of slaves from different places, develop what are known as pidgin languages to communicate with each other. These are not languages in the true sense – just a chaotic collection of words, often used inconsistently, with very little grammar. However, children born into these communities are not content merely to imitate the adults. Instead, they spontaneously impose a grammatical structure on to the words they’ve learned, creating a new language, a Creole, in one generation.

Language is fine – it’s thriving. It’s fairly hardy. Comedians and writers should just cross it off their list of worries and stop banging on about it. It’s one of my biggest pet hates.

B is for bad grammar. Photograph: Getty Images

Martha Gill writes the weekly Irrational Animals column. You can follow her on Twitter here: @Martha_Gill.

This article first appeared in the 17 December 2012 issue of the New Statesman, Will Europe ever go to war again?

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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.