What the US can learn from Australia about gun control

Australia’s response to the 1996 Port Arthur massacre offers a model for the US to emulate.

The Sandy Hook school shooting is the 15th mass shooting in the US in 2012. With the state of American gun laws, it is unsurprising that you are forty times more likely to be shot there than in the United Kingdom.

But here’s the really shocking thing. Horrific as such tragedies are, they form a minute proportion of the number of people who will be killed by guns this year in the US. While at least 88 people have been killed in mass shootings so far this year (defined as leading to the deaths of at least four people), nearly 10,000 Americans are murdered each year by guns. The vast majority of those killed are in isolated attacks.

And even this number is under half of those killed in the US each year by guns. By far the most common cause of American gun fatalities is suicides. Death by firearms is the fastest growing method of suicide in the country. Consider, too, that there were 592 firearm accident deaths in 2008, the last year for which there are statistics. While periodic massacres dominate the media coverage of guns in the US, they are merely the most egregious examples of America’s gun laws.

No one would pretend changing these would be easy; the BBC's Justin Webb said that any attempt to lower gun ownership could result in "something like a new civil war" The National Rifle Association has over four million members; its "Political Victory Fund" supports "pro-gun" candidates – and provides a reminder to all others of what would be unleashed against them if they voted in favour of anti-gun legislation. Consider, too, that civilian ownership of guns has increased by almost 100 million between 1995 and today; by 2020, there could be more guns in the US than people.

Yet the raw and graphic nature of the tragedy has created a more real opportunity to introduce meaningful gun-control laws than the mere statistic of 30,000 people killed by guns a year ever could. Australia, a country with a love of ‘freedom’ and guns that bears some resemblance to the US, may provide lessons on how this could be done.

In 1996, 35 people were killed in the worst gun massacre in Australian history. But the next decade saw the firearm homicide rate fall by 59 per cent, and the firearm suicide rate fall by 65 per cent, without a corresponding rise in non-firearm deaths.

Australia’s response to the 1996 massacre was comprehensive. Admittedly, policies such as its government gun "buyback" policy could not conceivably be passed in the US. But other Australian policies, including a 28-day waiting period before purchase, and a complete ban on semi-automatic weapons could be imitated. The extent of America’s gun problems are so huge that even comparatively small improvements in their gun laws are worthwhile: a 1 per cent drop in gun fatalities would equate to a fall in deaths of 300.

Whatever happens, gun deaths in the US will remain far too high: it would take a ban on guns, utterly unthinkable, to end that fact. But the profound emotional impact of the massacre in Newtown does present an opportunity to improve America’s gun laws, however unsatisfactorily.

Names of victims of the Sandy Hook school shooting are displayed on a flag in the business area in Newtown, Connecticut. Photograph: Getty Images.

Tim Wigmore is a contributing writer to the New Statesman and the author of Second XI: Cricket In Its Outposts.

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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.