Laurie Penny on Mad Men: Airbrushing the truth about women

The equalities minister, Lynne Featherstone, wants us to embrace Mad Men’s curvy secretary Joan as a role model. Wrong choice, right idea.

Lynne Featherstone MP has given the impression that young women should aspire to look like saucy secretaries with accommodating attitudes to sexual harassment. Speaking in support of the Girl Guides' call for images of airbrushed models in magazines and on posters to be labelled clearly, the new equalities minister said that Christina Hendricks, the "curvy" actress who plays the sexually performative office manager Joan in the AMC series Mad Men, is an ideal antidote to the advertising industry's impossible standards of female emaciation.

It is likely that Featherstone's decision to tout Hendricks as a body-image role model was based on asking the girls in the office who their favourite curvy celebrities were. Unfortunately, following her comments, aspirational photos of Joan in a range of tight dresses have illustrated nearly every report on the anti-airbrushing campaign, sending a clear message about the limited ambitions of women's liberation today. We don't want young girls to starve themselves to resemble a modern advertising executive's wet dream, so we'll settle for encouraging them to emulate an advertising executive's wet dream from the 1960s.

Object of fantasy

Hendricks is beautiful, with creamy skin and cascades of auburn hair - but, at the UK average dress size of 14, she has been criticised by fashion insiders for being "too heavy". In Mattel's new line of Mad Men Barbies, the Joan doll appears substantially underweight, her lollipop head wobbling on spindly plastic limbs, shrinking Hendricks's curves into a body type that the toy company claims is more in keeping with "the aesthetic" of the show. Peggy Olson, a mousy-but-talented copywriter in Mad Men, has not been made into a doll, because frumpy, difficult and demanding women never get to be Barbie, whatever their accomplishments.

This isn't the only problem with the suggestion that Hendricks and her Mad Men alter ego are feminist role models. Joan may be curvy and confident, but that confidence comes from her skill at manipulating men sexually, embracing her role as an object of fantasy and encouraging the secretaries she supervises to dress prettily, stay quiet and accept sexual bullying as part of the job. Her male bosses consistently demean her intelligence. She is a victim of rape, and marries her rapist to avoid being left "on the shelf".

Sexism has long been the stock-in-trade of the advertising industry. Since the heyday of Madison Avenue, which Mad Men seeks to recall, advertisements have defined how we understand gender and power. The theorist Marshall McLuhan wrote in the 1960s that "ads are the cave art of the 20th century . . . the richest and most faithful reflections that any society ever made of its entire range of activities". Today, the industry has an income worth roughly £16bn in the UK alone, and the average consumer in Britain and America absorbs thousands of adverts every day.

According to the activist Jean Kilbourne, who created the Killing Us Softly films to expose advertising's harmful effect on women, "Advertising tells us, just as it did 30 years ago, that the most important thing about women is our appearance. We learn from an early age that we must spend enormous amounts of time, energy and, above all, money, striving to achieve an ideal of absolute flawlessness and feeling ashamed and guilty when we fail."

The ubiquity of images of airbrushed, idealised, half-naked female bodies affects the self-esteem of women and girls. In 1991, the US-based magazine Ad Age conceded that "sexism, sexual harassment and the cultural portrayal of women in advertising are inextricably linked".

Irritated by pesky accusations of sexism and body fascism, the advertising and fashion industries are engaged in a struggle to neutralise dissent. Mad Men is part of the cultural territory on which that struggle is taking place. What makes the show compelling is its exposition of how the ugly ideology of the golden age of advertising reflected real-life misogyny, as experienced by characters such as Joan or the frustrated housewife Betty Draper.

Wrong model, right idea

Today's fashion and advertising industries have decided to glamorise this narrative. Instead of recoiling in horror from Mad Men's depiction of the objectification and abuse that defined working women's lives within living memory, young women are shopping for circle skirts, ordering vodka Martinis and swallowing the line that Joan is a sassy, inspirational character who should be applauded for being allowed to appear on prime-time television weighing more than a packet of crisps.

In her mission to encourage advertisers to label airbrushed images of idealised female beauty, Featherstone has the wrong role model but the right idea. The Joan character is the living, breathing, breast-heaving embodiment of the idea that one cannot fight misogyny in the advertising industry. This campaign offers the bold and simple notion that one can, and that if the health and happiness of young women are at stake, the government should.

If we saw little but digitally manipulated, blandly sexualised images of young men everywhere around us, this campaign would be understood as urgently political, rather than merely frivolous. If it were young men who understood that, in order to get and keep a job, they had to pummel their bodies into a sick image of perfection and shrink every aspect of their personhood, if it were men whom advertisements were complicit in erasing, it would be easier to persuade Westminster that the advertising industry is not just a harmless function of the market, but a delivery system for sexism that can and should be monitored.

 

 

Laurie Penny is a contributing editor to the New Statesman. She is the author of five books, most recently Unspeakable Things.

This article first appeared in the 16 August 2010 issue of the New Statesman, The war against science

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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.