Ending all-male panels is not tokenism

Public debate is in a bad way when efforts aimed at achieving a better gender balance can be dismissed.

The debate about the lack of women in public life has been reignited by poor female representation at last week’s gathering of the world’s financial, political and media elite in Davos. Just 17 per cent of delegates and only a quarter of panel speakers at the annual schmooze fest were women. Earlier this month Rebecca Rosen, at the Atlantic, suggested that men should sign up to a pledge not to speak on all-male panels after another technology conference featured an all-male line up. Rosen’s ‘panel pledge’ received a stream of abuse and she faced accusations of tokenism.

Public debate is in a bad way when getting a better gender balance can be dismissed like this. After all, these are not symbolic attempts to give the appearance of sexual equality, but efforts to ensure that half the population is represented in influential discussions that shape economic and political priorities with a direct impact on people’s lives. And while it is sadly true that there are fewer women in top positions to choose from – this cannot be an excuse to exclude women from public debates altogether.

While Rosen’s panel pledge generated much heat in the US, similar appeals have been made in the UK. A prominent group of women recently challenged the organisers of a number of apparently ‘men only’ Westminster-based events, highlighting for example a debate on the impact of the recession and spending cuts (which will hit women hardest)which featured no female speakers. Meanwhile, a series of Policy Fight Club debates (complete with macho red and blue corners) attracted attention when they featured three all-male line ups on the EU, legalising drugs and Scottish independence with as many as six guest speakers (including chairs)on the panel (hard to believe in this case they had tried but failed to secure women speakers).

Of course this has to change. But who exactly is responsible? Should men being invited to speak in public debates refuse to do so unless there is a woman on the panel? Should audiences boycott events with all male line-ups?

Refusing to take part in an all-male panel is not without its dilemmas, but as one man who is a panel regular suggests men can at least ask whether the line-up is likely to be all-male and suggest some women alternatives or decline to take part if there is no good justification. And while we shouldn’t place an unfair burden on event organisers, few buy the idea there are not enough talented women equipped to speak on almost any area of public life. So if organisations in politics, media, business and civil society aim to contribute to the public debate, they should think first about whether they are including a properly mixed range of voices in discussions.

This includes Westminster-based organisations like the think tank, IPPR, where I work. Particularly in areas like economics, relying on existing networks can lead to the same male, pale and stale debates. Changing this, as IPPR is now committed to doing, means seeking out new and more diverse voices and having a greater appetite for risk in bringing new voices to debates. At heart it is no more complicated than that. For the status quo to really change however, holding a large event with no women speakers will need to start being seen as a reputational risk.

The other question, of course, is whether this is a problem of women not being asked or not being able to participate. It is not always as easy for women to drop domestic duties for an after-work TV appearance or overseas conference, so many women who would like to take part find themselves having to say no. As long as women have primary responsibility for care, particularly childcare, this is unlikely to change.

Some may ask why we should stop at all-male panels. Why not challenge the appalling absence of ethnic and class diversity on panels and in public life, when last year’s census data showed the proportion of the population that is white has now fallen to 86 per cent? The answer is that we should. This can open up closed networks and enrich our politics, which is exactly what we need if we are to engage more people in the public debates they feel so alienated from. If this is tokenism, I’m all for it.

Just 17 per cent of delegates and only a quarter of panel speakers at Davos were women. Photograph: Getty Images.

Clare McNeil is a senior research fellow at IPPR.

Twitter: @claremcneil1

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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.