Heatwave: but part of the East Anglian coast contains some of England's poorest-performing schools: Photo: Getty
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Ukip does well in areas with failing schools

Great Yarmouth, Norwich and Waveney all fall in the area of East Anglia where Ukip recorded its best results in local elections. They also contain some of the country’s worst schools.

Polls show that low educational attainment and a feeling of being “left behind” are common among Ukip voters. A 2013 YouGov survey found that over half of Ukip voters had left school at 16, compared to 37 per cent of all voters. They were also half as likely as the average voter to go to university: just 13 per cent have a degree. This feeling of falling behind could spread to the children of Ukip voters, too: many of Britain’s worst-performing schools are found in the party’s strongholds.

Failing schools used to be concentrated in the inner cities but this has changed. Late last month, the Social Mobility and Child Poverty Commission published findings showing that disadvantaged pupils in inner London are 21 percentage points more likely to achieve five GCSEs, including English and maths, at grade C and above than those elsewhere in England. And this is not just the “London effect”: the report also noted “improvements in other large cities across England, such as Birmingham and Manchester”.

In the past 15 years, efforts to improve education have given priority to big cities, through schemes such as London Challenge and Excellence in Cities. Both academies and the Teach First programme, which encourages top graduates to teach in struggling schools, were designed with the inner cities in mind.

Away from England’s biggest cities, the picture is different. Sir Michael Wilshaw, the head of Ofsted, recently described pupils in coastal areas as “invisible”. Take Great Yarmouth, a coastal town in Norfolk. Here, 47 per cent of all pupils are at schools that Ofsted describes as “unsatisfactory” or in need of improvement. Five years ago, 33 per cent of pupils attended such schools. Compare this to London, where 16 per cent of pupils are in schools that are either unsatisfactory or require improvement, a fall from 29 per cent in 2009.

Last month, the Department for Education named the areas with the worst GCSE results. The three poorest performers – Great Yarmouth, Waveney and Norwich – are all in East Anglia. In 2013, less than 47.5 per cent of the pupils in these three areas gained five GCSEs, including English and maths, at grade C or above.

The poor quality of state education supports Ukip’s wider argument that outside our cities, large parts of the country have been neglected. “We’re left out of everything,” says Matthew Smith, a county councillor and Ukip’s parliamentary candidate for Great Yarmouth. “It could be schools, it could be policing, it could be hospitals. Everything seems to boil down to being left out and forgotten. We’re at the end of the line and no one’s interested in us.” The Conservative MP for Great Yarmouth, Brandon Lewis, also refers to the sensation of being at the “end of the line”: clearly, the notion resonates.

Such feelings have driven Ukip’s surge in popularity. Great Yarmouth, Norwich and Waveney all fall in the area of the east coast where Ukip recorded its best results in local elections in 2013 and 2014. Ukip gained more votes than any other party in wards in Great Yarmouth in 2013, and it is one of its top target seats for next year’s general election.

The links between failing schools and Ukip may run deeper. If low educational attainment correlates with Ukip support, as Rob Ford and Matthew Goodwin argue convincingly in their book Revolt on the Right, the struggling schoolchildren of today in Great Yarmouth could end up becoming the Ukip voters of tomorrow. 

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

This article first appeared in the 16 July 2014 issue of the New Statesman, Our Island Story

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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.