A march for transgender equality at Madrid Pride in 2010. Photo: Getty
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It’s time to end divisive rhetoric on sex and gender and create a trans-inclusive feminism

Sheila Jeffreys’s new book, Gender Hurts: A Feminist Analysis of the Politics of Transgenderism, is a divisive and poorly-researched work. But it provides an opportunity to leave the divisive rhetoric behind, and create a truly trans-inclusive feminism.

Sheila Jeffreys, a long-time feminist activist and professor of social and political science, is part of a group of radical feminists that oppose allowing transgender women into feminist and other women’s communities. She has published a new book titled Gender Hurts: A Feminist Analysis of the Politics of Transgenderism. The book, written in part with Lorene Gottschalk and drawing heavily on the work of Janice Raymond, spells out exactly why she and other radical feminists are opposed to “transgenderism” and seek to prevent trans women from entering “women-only” spaces.

Jeffreys makes three main points. First, women are oppressed because of their sex, and the concepts of gender and gender identity are used to lock women into positions of subordination to men. Second, “transgenderism” is a condition created by a medical system that seeks to reinforce traditional gender roles and generate profit through required therapy, hormone replacement, and surgeries. Third, “transgenderism” allows “male-bodied transgenders” (ie trans women) to infiltrate, divide, and destroy feminist and feminist separatist spaces, and “female bodied transgenders” (ie trans men) to escape misogyny by masquerading as men. Jeffreys says we must fight the rise of “transgenderism” because it hurts transgender people, their families, and feminists.

The careful reader will see that this text does not satisfy even low standards for academic rigor, research, or argumentation. Throughout the book Jeffreys misrepresents other scholars’ research and opinions, engages in ad hominem attacks to discredit the work of those she disagrees with, and simply asserts controversial hypotheses without providing arguments, data, or other support to back them up. She relies on outdated research, claiming the evidence that would support her position has been silenced by the “transsexual empire”. This allows her to avoid confronting the wealth of research that discredits her arguments, all while casting herself as the victim of politically correct censorship.

I do not want to comment on Jeffreys personal convictions or motivations. Certainly one does not need to be a member of a group to question or critique that groups actions. After all, I’m a cisgender gay man writing about a debate between feminists and transgender people (the term cisgender is used to describe people who identify with the sex they were assigned at birth). But, if you are going to critique from the outside, I strongly believe that critique must come from a place of established respect. Her refusal to use transgender peoples’ preferred names and pronouns, in addition to her use of the term transgender as both a noun (“a transgender”) and process (“transgendering”), are hurtful and inflammatory. Calling someone “a transgender” objectifies them and ignores their individual humanity, and the term “transgendering” implies that each transgender person participates in the same process or ideology. The entire text is a striking example of how not to criticise a group of which you are not a member.

The book is poorly researched and argued, and is not a meaningful contribution to feminist theory. That being said, it does put into sharp relief what I think is at the heart of the disagreement between radical feminists and trans people; namely, two different and competing foundations that explain and support their political views.

Feminists like Jeffreys ground their politics in sex. Jeffreys is clear that only men and women exist and are defined by biological sex. Gender and gender identity, on the other hand, are expectations and stereotypes that oppress women. Trans women may identify as women, but they are not women because they do not have the lived history of having been born and raised as women. Identity cannot replace or change your history of living as one of two biological sexes. Feminists have good reason to be attached to this foundation. Women are violently persecuted because of their sex, and the methods of that persecution, methods like rape and forced reproduction, often involve female anatomy. Uniting in this shared history is an important foundation for feminist consciousness raising and solidarity.

Many trans people ground their politics in gender identity, describing how this identity is a persistent aspect of their experience. Cisgender people must realise that a trans woman did not become a woman after transitioning, she has always been a woman, and because she is a woman she deserves access to women-only spaces. Certainly not all trans people identify as having always been one gender, but focusing on gender identity over biological or assigned sex is an important way to ensure that trans identities are not discredited, ignored, or marginalised.

Both groups have good reasons to defend what they see as the foundational truths at the hearts of their politics, but what gets lost in this all-or-nothing fight is the fact that every person has a unique relationship to their body, and these experiences are all valid and worthy of understanding. Jeffreys’s focus on sex can suggest that all women have the same experience of what it’s like to be a woman, a view that fails to account for the impact of race, ethnicity, class, and ability on how we relate to our bodies. The trans insistence on gender identity may prevent us from recognising that cisgender people and transgender people do have different experiences of their bodies. We must recognise that a trans man and cisgender man are both men, but men who have different personal histories that inform their relationship to their bodies and the bodies of others. Describing this difference certainly can be a form of cissexism but it need not be.

We need a trans-inclusive feminism that recognises trans people as who they are, while also recognising that the experience of growing up cisgender can be discussed without disrespecting trans identities, and that it could at times be beneficial to have these discussions restricted to people that share this experience. When we abandon our attachment to either sex or gender identity we can more clearly see the experiences we share and let those experiences form the basis of a coalition.

Gender Hurts is an ugly and divisive book. Because it lacks compelling arguments and evidence, I feel comfortable ignoring it and denying Jeffreys the attention she desires. Let’s treat the publication of this text not as a time to double-down in our familiar positions, but rather an opportunity to put tired and divisive rhetoric to rest.

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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.