"Intersectionality", let me Google that for you

You don’t need an MA in Gender Studies to engage with feminist ideas, just an open mind and a willingness to learn.

Spot the odd one out. Deficit. Intersectionality. Trigonometry. Eurozone Crisis. Photosynthesis. Some of these regularly grace the front pages of the national news, some are taught in schools to teenagers. They’re complicated words that describe important ideas. But according to Rhiannon and Holly, the writers of The V Spot, “intersectionality” is a theory so unintelligible, so beyond the pale, that it should be consigned forever to the box of feminism that gender academics keep tucked under their pillows.

This debate is the result of media hypocrisy. Reporting on the economy, for example, uses complex concepts, yet it is rare that Robert Peston is called out for potentially alienating starving schoolchildren. Like the economy, gender is relevant to peoples’ lives, but the public is expected to learn the language of economics. Because it is considered important, in a way that feminism is not.

Ok, I’ll come clean here. I am the white middle class woman in possession of a Gender Studies masters that yesterday’s article so rightfully rails against. I know that class and race privilege helped me into university. Gender Studies isn’t the only discipline that has an access problem, though, it’s a massive failing of higher education in general. Yet Gender Studies is one of the few academic subjects that gives any consideration whatsoever to how social hierarchy plays out in the interactions of class, race and gender (that’s intersectionality, by the way).

Another confession. I loved Caitlin Moran’s How To Be a Woman. I wouldn’t describe it as an important feminist text, or even an intro to feminism, but it was riotously funny. Particularly the masturbation bits. Believe it or not, there are other accessible, relevant feminist writers around. Most of whose work is extremely readable if only anyone would bother. Rhiannon and Holly miss the point that what is popular is itself structured by the kinds of prejudices that gender theory exposes.

What’s more, other populist feminist writers are women of colourdisabled people, queer women. If their writing isn’t as celebrated as Moran’s, its predominantly because the works of less privileged people are seen as inherently less valuable. An intersectional analysis helps here. White, wealthy newspaper columnists have more time for writing bestselling books than less privileged women whose equally good work is less likely to succeed. To imply that marginalised women are always alienated by theory is also a false universal. Reading and writing are all too often a refuge from oppression.

To rubbish intersectionality as “esoteric” is to dismiss the chorus of feminist voices that yesterday’s article professes to call for. If Rhiannon and Holly were to look back at the history of modern feminism (which anybody who has internet access can do), they would find that black feminist writing of the 1970s and 1980s precedes the current concept “intersectionality”. These feminists wrote about the ways that black women’s experiences of gender are different to white women’s, arguing that the sexism black women face is bound up in its racism. The Combahee River Collective Statement, This Bridge Called My Back and Ain’t I a Woman are just three classic works that outline the interlocking nature of oppressions in language which is clear and accessible.

Pissed off after receiving a barrage of irate tweets, Rhiannon and Holly tweeted:

“We're clearly not as educated or as well informed as you guys. Best stick to cupcakes and cosmo.”

A disappointing article and a dispiriting response. I would rather that Rhiannon and Holly admit they just didn’t do their research. Indeed, the slogan “my feminism will be intersectional or it will be bullshit” (which they suggest should be replaced with “my feminism will be comprehensible or it will be bullshit”) didn’t originate a few weeks ago. It dates back to 2011 when Flavia Dzodan wrote a wildly popular blog on the topic. The point is that you don’t need an MA in Gender Studies to engage with feminist ideas, just an open mind and a willingness to learn.

The Southall Black Sisters demonstrate outside the Royal Courts of Justice.

Ray Filar is a freelance journalist and an editor at openDemocracy. Her website is here.

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The Brexit Beartraps, #2: Could dropping out of the open skies agreement cancel your holiday?

Flying to Europe is about to get a lot more difficult.

So what is it this time, eh? Brexit is going to wipe out every banana planet on the entire planet? Brexit will get the Last Night of the Proms cancelled? Brexit will bring about World War Three?

To be honest, I think we’re pretty well covered already on that last score, but no, this week it’s nothing so terrifying. It’s just that Brexit might get your holiday cancelled.

What are you blithering about now?

Well, only if you want to holiday in Europe, I suppose. If you’re going to Blackpool you’ll be fine. Or Pakistan, according to some people...

You’re making this up.

I’m honestly not, though we can’t entirely rule out the possibility somebody is. Last month Michael O’Leary, the Ryanair boss who attracts headlines the way certain other things attract flies, warned that, “There is a real prospect... that there are going to be no flights between the UK and Europe for a period of weeks, months beyond March 2019... We will be cancelling people’s holidays for summer of 2019.”

He’s just trying to block Brexit, the bloody saboteur.

Well, yes, he’s been quite explicit about that, and says we should just ignore the referendum result. Honestly, he’s so Remainiac he makes me look like Dan Hannan.

But he’s not wrong that there are issues: please fasten your seatbelt, and brace yourself for some turbulence.

Not so long ago, aviation was a very national sort of a business: many of the big airports were owned by nation states, and the airline industry was dominated by the state-backed national flag carriers (British Airways, Air France and so on). Since governments set airline regulations too, that meant those airlines were given all sorts of competitive advantages in their own country, and pretty much everyone faced barriers to entry in others. 

The EU changed all that. Since 1994, the European Single Aviation Market (ESAM) has allowed free movement of people and cargo; established common rules over safety, security, the environment and so on; and ensured fair competition between European airlines. It also means that an AOC – an Air Operator Certificate, the bit of paper an airline needs to fly – from any European country would be enough to operate in all of them. 

Do we really need all these acronyms?

No, alas, we need more of them. There’s also ECAA, the European Common Aviation Area – that’s the area ESAM covers; basically, ESAM is the aviation bit of the single market, and ECAA the aviation bit of the European Economic Area, or EEA. Then there’s ESAA, the European Aviation Safety Agency, which regulates, well, you can probably guess what it regulates to be honest.

All this may sound a bit dry-

It is.

-it is a bit dry, yes. But it’s also the thing that made it much easier to travel around Europe. It made the European aviation industry much more competitive, which is where the whole cheap flights thing came from.

In a speech last December, Andrew Haines, the boss of Britain’s Civil Aviation Authority said that, since 2000, the number of destinations served from UK airports has doubled; since 1993, fares have dropped by a third. Which is brilliant.

Brexit, though, means we’re probably going to have to pull out of these arrangements.

Stop talking Britain down.

Don’t tell me, tell Brexit secretary David Davis. To monitor and enforce all these international agreements, you need an international court system. That’s the European Court of Justice, which ministers have repeatedly made clear that we’re leaving.

So: last March, when Davis was asked by a select committee whether the open skies system would persist, he replied: “One would presume that would not apply to us” – although he promised he’d fight for a successor, which is very reassuring. 

We can always holiday elsewhere. 

Perhaps you can – O’Leary also claimed (I’m still not making this up) that a senior Brexit minister had told him that lost European airline traffic could be made up for through a bilateral agreement with Pakistan. Which seems a bit optimistic to me, but what do I know.

Intercontinental flights are still likely to be more difficult, though. Since 2007, flights between Europe and the US have operated under a separate open skies agreement, and leaving the EU means we’re we’re about to fall out of that, too.  

Surely we’ll just revert to whatever rules there were before.

Apparently not. Airlines for America – a trade body for... well, you can probably guess that, too – has pointed out that, if we do, there are no historic rules to fall back on: there’s no aviation equivalent of the WTO.

The claim that flights are going to just stop is definitely a worst case scenario: in practice, we can probably negotiate a bunch of new agreements. But we’re already negotiating a lot of other things, and we’re on a deadline, so we’re tight for time.

In fact, we’re really tight for time. Airlines for America has also argued that – because so many tickets are sold a year or more in advance – airlines really need a new deal in place by March 2018, if they’re to have faith they can keep flying. So it’s asking for aviation to be prioritised in negotiations.

The only problem is, we can’t negotiate anything else until the EU decides we’ve made enough progress on the divorce bill and the rights of EU nationals. And the clock’s ticking.

This is just remoaning. Brexit will set us free.

A little bit, maybe. CAA’s Haines has also said he believes “talk of significant retrenchment is very much over-stated, and Brexit offers potential opportunities in other areas”. Falling out of Europe means falling out of European ownership rules, so itcould bring foreign capital into the UK aviation industry (assuming anyone still wants to invest, of course). It would also mean more flexibility on “slot rules”, by which airports have to hand out landing times, and which are I gather a source of some contention at the moment.

But Haines also pointed out that the UK has been one of the most influential contributors to European aviation regulations: leaving the European system will mean we lose that influence. And let’s not forget that it was European law that gave passengers the right to redress when things go wrong: if you’ve ever had a refund after long delays, you’ve got the EU to thank.

So: the planes may not stop flying. But the UK will have less influence over the future of aviation; passengers might have fewer consumer rights; and while it’s not clear that Brexit will mean vastly fewer flights, it’s hard to see how it will mean more, so between that and the slide in sterling, prices are likely to rise, too.

It’s not that Brexit is inevitably going to mean disaster. It’s just that it’ll take a lot of effort for very little obvious reward. Which is becoming something of a theme.

Still, we’ll be free of those bureaucrats at the ECJ, won’t be?

This’ll be a great comfort when we’re all holidaying in Grimsby.

Jonn Elledge edits the New Statesman's sister site CityMetric, and writes for the NS about subjects including politics, history and Brexit. You can find him on Twitter or Facebook.