Pope Benedict XVI: a paradoxical pontiff

History may well be kinder to Joseph Ratzinger than his contemporary critics.

Retiring from office is probably the most radical thing that Joseph Alois Ratzinger has done since becoming Pope almost eight years ago. The tradition of popes dying in office is so well established that many people found it inconceivable that Benedict XVI would step down, even though he had in fact been dropping hints for years: for example, saying in a book published in 2010 that a pope might have to resign if he was "no longer physically, psychologically and spiritually capable of carrying out his duties". The last pope to resign of his own volition, Celestine V at the end of the 13th century, spent his final months languishing in a dungeon after his successor started worrying he might want to stage a comeback. Ex-pope Benedict's retirement will, one hopes, be rather more peaceful.

True to form, he chose to drop his bombshell while speaking in Latin during a meeting of cardinals – rather than, say, on his recently opened Twitter account. He thus leaves the papacy, as he entered it, as a figure somewhat out of place in the modern world: a quiet, learned, intellectual defending a highly traditional interpretation of Catholic doctrine. His reputation as an arch-conservative was firmly established during his many years as head of the Congregation for the Doctrine of the Faith, a Vatican department that once bore the less people-friendly name of Inquisition. As pope, he has re-introduced old forms of worship (and a few obscure items of papal regalia), has invited Anglican traditionalists over to Rome, has appointed hardliners to key positions and enforced discipline (for example, by cracking down on feminist American nuns). He has spoken out in harsh terms against moves towards same-sex marriage in several countries, including the UK. Over the past year, with the Pope's personal encouragement, the leadership of the Catholic Church in the United States has spearheaded a conservative charge against the Obama administration in the name of religious freedom.

At the same time, his papacy has been marked by a series of gaffes and scandals, during which he has at times appeared somewhat out-of-touch and ineffectual: scarcely characteristics one would expect of a man once dubbed "God's Rottweiller". There was the Regensburg speech of 2006, when his comments about Islam (actually, a quotation from a fifteenth century Byzantine emperor) sparked off riots in the Middle East. There was the matter of Bishop Richard Williamson, a Holocaust denier belonging to the breakaway Society of St Pius X, who was un-excommunicated just as he appeared on Swedish television claiming that "there were no gas chambers". There was the "Vatileaks" scandal last year, which culminated in the arrest and conviction of the Pope's butler for giving documents to a journalist.

Above all, of course, there was the continuing scandal of child abuse by clergy. Not only has the Vatican been slow to respond to shocking revelations in several countries, but the pope's own role as a bishop in Germany and as head of the CDF, charged with investigating paedophile priests, has repeatedly been called into question. During his visit to the UK in 2010 there was a slightly theatrical campaign led by Geoffrey Robertson QC, supported by Peter Tatchell and Richard Dawkins, to have him arrested. In recent years, formal apologies and meetings with carefully selected abuse victims have become a regular, almost ritual, feature of papal visits. But Benedict XVI has been unable to shake off the impression of a church too concerned with its own procedures and sense of its own sanctity to fully acknowledge its responsibility.

Unlike most popes, this one will be able to read (in a sense) his own obituaries; and they are likely to highlight these very themes. A pope is supposed to act as a focus of unity for Roman Catholics. Benedict XVI has been a rather divisive figure, inspiring passionate (and articulate) devotion, especially among grassroots traditionalist Catholics but ambivalence at best among Vatican bureaucrats as well as liberal clergy and theologians in Western countries. To outsiders, he has made an easy target, almost a caricature of a religious reactionary. Protests as well as prayers have accompanied him on his many overseas tours. But then he has never been someone to regard being popular as part of his job description.

History may well be kinder. Joseph Ratzinger is a serious thinker and a genuine intellectual – and, unlike many intellectuals, one who always expresses himself with perfect clarity. His encyclical Caritas in Veritate, for example, offers a far more profound and radical critique of the global economy than anything you'll get from most modern politicians. His three-volume biography of Jesus would be an important work of scholarship even if it had not been written by a serving pope. The Catholic Church continues to grow globally, though not in its traditional European heartland. His reign has been much more than the stop-gap many expected when he was elected at the advanced age of seventy-eight.

But he has never looked comfortable in the role to which God, or at any rate his fellow cardinals, called him. The other week, in a message marking World Communications Day, Benedict complained that "at times the gentle voice of reason can be overwhelmed by the din of excessive information and it fails to attract attention which is given instead to those who express themselves in a more persuasive manner." He might have been talking about himself. Perhaps he was.

Pope Benedict XVI "never looked comfortable in the role to which God, or at any rate his fellow cardinals, called him". Photograph: Getty Images
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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.