Everyone has aspirations. We should focus on helping people achieve them

The idea that there is an "aspiration gap" isn't true: and that myth helps people ignore the real problems with our education system, writes Loic Menzies.

It can be rather convenient to put low social mobility down to poor people’s low aspirations but in reality, disadvantaged families start off with ‘high’ aspirations which they struggle to translate into reality.

The media and politicians love telling us that if poor people stay poor, it’s because they don’t want to succeed enough - they just need to be a bit more ambitious. Writing in the Daily Mail, Michael Hanlon tells us that “poverty of aspirations cannot be cured with more welfare handouts.” Janet Daley in the Telegraph explains that “poverty of aspirations is what keeps people poor”. When he was shadow secretary of state for education, Andy Burnham called for “aspiration, aspiration, aspiration” and Cameron has pledged to turn us into an “aspiration nation”.

With aspirations declared to be the problem, raising them has become a national policy priority. The 2010 Education White Paper mentions “aspiration” ten times and announces the introduction of an “aspirational national curriculum”. Meanwhile the 2011 Social Mobility Strategy goes further, managing twenty-nine references. In fact, it seems everyone’s getting involved: the strategy goes on to report that “the entire cabinet has signed up to the ‘Speakers for Schools’ program to demonstrate our commitment to raising aspirations”.

However, the 2010 Millennium Cohort Study revealed that when their children are born, 97 per cent of mothers want them to go to university - exactly the type of aspiration that politicians are referring to. The big difference between rich and poor families’ aspirations is only revealed when you ask parents how likely they think it is that their children will make it there. At this point a huge gap opens up with only 53 per cent of the poorest families thinking their child will attend higher education by the age of 14 compared to 81 per cent amongst the richest. Pupils have high aspirations too: Kintrea studied thirteen year olds in three deprived communities and found that 85 per cent of them aspired to university but only half that many expected to achieve university qualifications. So, the problem is not lack of aspirations but the difficulty of achieving them.

The revelation that aiming high is not the problem has profound implications for how we support children and young people which I explore in my new report for the Joseph Rowntree Foundation – “Educational Aspirations: how English schools can work with parents to keep them on track”. The report explores how best to kindle the glowing ember of aspiration before it goes out, rather than simply ‘being inspirational.’

Given that The Sutton Trust’s new Pupil Premium Toolkit (a guide to how schools can best spend the extra money they receive for disadvantaged pupils) shows that “aspiration raising programs” have “zero months’” impact on learning, a better focus would be what Kintrea describes as helping pupils “navigate the paths to their goals”. Parents often struggle to help their children achieve aspirations which they themselves never experienced. Schools therefore need to engage with parents to give them practical ways of doing so. Paul Shanks, head of Gaywood primary school in Kings Lynn explains that this involves constant communication and “gradually chipping away at the fear of school which comes from some parents’ bad experiences of education.” High quality careers advice at an early stage can also help children understand the implications of their educational choices so it’s a pity the government has swept away support for careers advice and removed the requirement that schools provide ‘Work Related Learning’. Although the quality of provision in the past was patchy, these decisions are unlikely to help.

Schools should treat well-intentioned visiting speakers and mentors with caution - Cabinet Ministers included. The Sutton Trust actually suggests mentors can do more harm than good since they often lack the skills to give pupils the support they need. They can also come and go in a way that is destabilising to pupils. Nonetheless, they can be useful when well trained and their support is focused on learning. Businesses therefore need to design their programs carefully and schools need to be selective.

Above all, we need to stand up to those who use the myth of low aspirations as a convenient but flawed way of explaining-away poverty. Instead, we should focus on the real issue: our terrifyingly-large educational attainment gap.

Photograph: Getty Images

Loic Menzies is Director of the education and youth "Think-and-Action Tank" LKMco. He was previously a teacher and is an ex-youth-worker as well as Associate Tutor in Canterbury Christ Church University’s Faculty of Education. You can follow him on twitter: @LKMco.

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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.