Why "family men" make terrible bosses

Martha Gill's "Irrational Animals" column.

If you’re trying to become the leader of a political party or a chief executive, it might be a good idea to have some kids – especially if you’re a man. For some reason, we like having family men at the top: perhaps because we think they’re more relatable; perhaps because we think they’re kinder or more empathetic.

Political leaders, in particular, often introduce policy measures that affect children with a brief mention of their own kids (just to show parents that they’re on the same page) – or simply mention them apropos of nothing.

“My children have onesies and I often say I’m very jealous,” Cameron announced last week, just to make sure, one last time, that we all know he’s a dad.

The implication is that because a leader has children, he’ll care more about children in general. Anecdotally, at least, this seems not to be true. Before having children, people tend to have a benign (if not particularly invested) attitude towards other people’s kids. Have children of your own and these other kids become tiny competitors: less good at gym than your child but somehow in the gym team; inexplicably cast as Mary in the nativity play; undeservedly in a higher maths class; irritatingly better at the clarinet.

Although your image becomes fuzzier and warmer, your behaviour seems to go in the opposite direction. I have seen the genuinely empathetic suddenly start filling up their friends’ Facebook newsfeeds with 12 daily pictures of their newborns (all, surely, the same picture). I have seen the genuinely interesting and funny suddenly unable to talk about anything but nappy rash.

The problem is that having children completely shifts your priorities. It makes you more grasping (on their behalf) – which makes the warm and fuzzy image rather odd.

A recent study by the Aalborg University economics professor Michael Dahl showed that the first thing male CEOs do when they have their first child is to give themselves a raise at the expense of everyone else in the company. The research was carried out on a large group of Danish chief executives and found that when they had a child, their pay went up by an average of 4.9 per cent. The rest of the company were paid about 0.2 per cent less.

If it’s a boy and a firstborn, male employees suffer particularly –wages going down by about 0.5 per cent. Interestingly, though, the effect is muted when the baby is a girl. Fathers of girls take a smaller pay rise (3 per cent) and give their female employees a tiny average raise.

According to the researchers, the odd gender differences here are probably a mixture of straightforward competitiveness (with the men) and a raised awareness of the pay gap (which, though small, still exists in Denmark) that could now affect their daughters. They speculated that the results would be more exaggerated in the US but privacy laws made it too hard to get the right information.

It’s an interesting study as it broaches the idea that caring about your children doesn’t necessarily translate into caring about anyone else. It might be time to give the childless a chance at promotion.

Do we like David Cameron more because he has children? Photograph: Getty Images

Martha Gill writes the weekly Irrational Animals column. You can follow her on Twitter here: @Martha_Gill.

This article first appeared in the 28 January 2013 issue of the New Statesman, After Chavez

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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.