The surprising truth about the pay gap

Is it all about babies?

One of the few examples of genuine institutional prejudice against men is set to be closed this year. The Queen's Speech contained the brief announcement that:

Measures will be proposed to make parental leave more flexible so both parents may share parenting responsibilities and balance work and family commitments.

But a move towards genuine equality of parental responsibilities may prove to be a case of "be careful what you wish for" for many men, because who cares for children seems to have a strong relationship to who earns the most in society at large.

The existence of a pay gap between genders is an incontrovertible fact. The most recent in-depth study of the discrepancy, by Debra Leaker for the ONS in 2008 (pdf) found that, as of 2007, the median female wage was 11 per cent below the median male one. It's a striking figure, and made all the more relateable by the various ways in which people have presented it – none more so than the Fawcett Society, who "celebrate" No-Pay Day on October 30th each year, to represent the point at which women have done enough work to earn their salary if they were paid the equivalent of men (the discrepancy between the numbers – October 30th is only 83 per cent of the way through the year – is due to the Fawcett Society using mean rather than median salaries, and the Annual Survey of Hours and Earnings not the Labour Force Survey).

There are a lot of possible reasons for the gender pay gap, but one that is less discussed by those fighting to end it is motherhood. Indeed, there is barely a gender pay gap at all: it would be far more accurate to call it a birth pay gap.

The pay gap between women and men with no children is 8.0 per cent. The pay gap between women and men with four children is 35.5 per cent. (For one child, it's 12.3, two is 14.9, and three is 19.0).

Similarly, the pay gap between 18 and 24 year olds hovers around 1 per cent, and actually goes negative for 24 to 32 year olds. That is, the median 28-year-old woman actually earns more than the median 28-year-old man. It then rises steadily until it hits 20 per cent for over 45s:

The pay gap between men and women who are married, cohabiting or in a civil partnership is 14.5 per cent (to be clear, that is the pay gap between a woman who is married and a man who is married, not between a woman and the man she is married to); the pay gap between single men and women is -1.1 per cent. For the purposes of the point I am making, of course, one can read "single" as "unlikely to have a child any time soon".

It's not altogether surprising that having children increases the pay gap. Paid statutory maternity leave is 26 weeks; paid statutory paternity leave is two. Stepping off the career ladder for 24 weeks is always likely to hurt one's future earnings. Even the gap for childless women could be – unfortunately – explained by employers being wary of taking someone on who may then leave for six months.

All of which is to say that assigning men equal rights to parental leave may backfire if those same men are arguing for it out of a perceived sense of unfairness. There is, and always has been, a trade-off. A society which forces women to be the primary caregivers is also one which keeps men as the breadwinners. If a man wants to assume equal responsibility for looking after his child, he still finds that tricky to do (just as if a woman wants to assume an equal position in the world of business) – but the reason for that isn't a global conspiracy of feminists struggling to keep men out of their children's lives. It is the dreaded p-word: patriarchy.

End that, and men will be as free to share parental roles as we want. But if the gender pay gap equalises out, with men paying an equal share of the risk employers take on when they hire someone about to have a child and losing an equivalent chunk of career progression, we won't be the winners.

A father kisses his young child. Photograph: Getty Images

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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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.