Show Hide image

Laurie Penny: William Hague’s decision to use his wife’s miscarriages to defend himself is unnecessary and offensive

No uterus is public property.

"Well, if you're not gay, why haven't you got that nice girl pregnant yet?" It's the sort of question one expects only from atrocious, senile grandparents and the British press in silly season.

Beset by trollish gossip about his relationship with his former aide Christopher Myers, the Foreign Secretary has felt obliged to make an extremely intimate public announcement about the state of his wife's uterus to satisfy the snarling attack-dogs of the sweltering summer media hiatus. Poor William Hague. Poor Chris Myers. And poor Ffion Hague, whose multiple miscarriages have now been offered to the world as evidence of her husband's integrity and virility.

If there is one lesson we've learned in the past week, amid the breathless coverage of David and Samantha Cameron's new arrival, it's that the reproductive organs of Tory wives are extremely important and deeply indicative of their husbands' capacity to exercise power responsibly and well. After all, if a man doesn't know and control what's going on in his lady's pants, how can he be expected to run a government department?

The link between Mrs Hague's repeated, tragic loss of pregnancy and Mr Hague's heterosexuality is not necessarily straightforward, but it's the closest one can come in a public forum to "I've definitely been sleeping with my wife".

Hague seems to have accepted the rather Orwellian narrative that regular, productive heterosexual intercourse within the confines of marriage is a man's duty to the Tory party, and the press has goaded him into an explicit statement that he's been doing his duty. Will that be enough uncomfortable personal revelation to satisfy the ravenous media machine?

Unfortunately, it's probably exactly what we wanted. The British press seems to nurse an interminable fascination with what Conservatives do in bed together, and the party is clearly anxious to avoid another series of sex scandals like those that beset the Back to Basics years. Only by diverting the media's attention with a highly personal story which nevertheless emphasises that the New Tories are moral, married, faithful and fertile -- not the kinky Conservatives of John Major's premiership -- could Hague and his handlers have hoped to defuse this scandal.

Would it matter if William Hague was a closeted homosexual or bisexual? Yes, it would, simply because it would raise serious questions about the hypocrisy of his previous defence of Section 28. In the light of his extremely revealing statement, however, and in the light of the rumours having originated from that paragon of mature, well-researched online commentary, Guido "Terribly Dangerous" Fawkes, I'd venture to suggest that Hague's claim never to have had a relationship with another man is probably grounded. Yet all this juicy chatter misses the point entirely.

Even if Hague is straighter than a die, it doesn't make his ugly defence of homophobic policies and policymakers one jot more justified. Furthermore, whatever the Foreign Secretary's sexual proclivities, Ffion Hague's miscarriages have no bearing on his ability to do his job responsibly -- the Hagues could be as fertile and faithful as a pair of Catholic rabbits and William Hague would still be a grim prospect in the Foreign Office. And -- most importantly -- no woman's uterus is public property. Not even if they've had the poor taste to marry a Tory minister.

Read Laurie Penny's weekly column in the New Statesman magazine.

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

Getty
Show Hide image

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.