A quarter of men in Asia-Pacific admit rape

A UN survey of 10,000 men in Asia-Pacific reveals high levels of sexual violence in the region, and asks why rape is so common.

Almost a quarter of men across South East Asia and the Pacific admit to having raped a woman in their lifetime, while almost half reported having carried out physical or sexual violence against an intimate partner, a UN survey of 10,000 men across the region has found.

The incidence of both crimes varied across the six countries surveyed – Bangladesh, Cambodia, China, Indonesia, Sri Lanka and Papua New Guinea – but was higher in the latter. In Bougainville in Papua New Guinea, 80 per cent of men reported using sexual or physical violence against a partner, and 62 per cent said they had raped a woman or girl in their lifetime.

Across the region, 72-97 per cent of men who committed rape experienced no legal consequences, with this figure even higher for marital rape, which is not criminalised in many countries.

As well as exposing the high incidence of gender based violence across the region, by speaking to men the survey aimed to ask an under-explored question – why do men carry out these crimes? Unsurprisingly, there is no one simple answer.

70-80 per cent of male rapists said their main motivation was a sense of ‘sexual entitlement’. Around half said they did so for entertainment, and anger, punishment and finally alcohol consumption were also reported as motivations.

Men’s own experience of violence also seems to be an important factor in their future behaviour. Rates of reported emotional abuse in childhood ranged from 50 per cent in Sri Lanka to 86 per cent in Papua New Guinea, according to the survey, while six per cent of respondents in rural Indonesia and 37 per cent of men in Bangladesh had experienced sexual abuse before the age of 18.

Adults who experienced abuse as children were also found to have higher rates of depression, poorer health and were more likely to join gangs, be involved in fights and abuse drugs or alcohol. Men who were violent against women were also more likely to have had a large number of sexual partners and to have paid for sex.

The survey made clear that the different factors explaining sexual violence against women were inter-linked, and that they varied from country to country, so there can be no one-size-fits-all response. One of the report’s authors, Emma Fulu, a research specialist for Partners for Prevention, a regional UN programme on gender based violence, says she hopes the report’s findings will nevertheless help shape future initiatives to tackle violence against women.

“We hope to see this new knowledge used for more informed programmes and policies to end violence against women. Given the early age of violence perpetration we found among some men, we need to start working with younger boys and girls than we have in the past. We also need laws and policies that clearly express that violence against women is never acceptable, as well as policies and programmes to protect children and end the cycles of violence that extend across many people’s lives,” she says.

South East Asia was chosen for the survey because of the high rates of violence against women, but the method of exploring men’s attitudes towards violence could also be illuminating in other regions, not least in the UK where the government estimates that between 60,000-95,000 people experience rape each year, but just under 3,000 are convicted of rape annually.
 

Children in Papua New Guinea, where 62 per cent of men admitted to rape. Photo: Getty

Sophie McBain is a freelance writer based in Cairo. She was previously an assistant editor at the New Statesman.

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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.