Are the police institutionally transphobic?

After the violent arrest of a trans woman in Soho, Jane Fae looks at the police's interactions with the trans community.

It is tempting – exceedingly so – to read this week’s sorry tale of apparently awful treatment of a trans individual as evidence of something larger:  institutional transphobia, f’rinstance. 

Tempting, but most likely wrong. In two respects.

First off, the police, mostly, are nowhere near as bad as this incident suggests. As for the badness that does happen being down to “institutional” transphobia? No: while experience suggests that pockets – sometimes quite large ones – of transphobic behaviour still exist, the problems, mostly, do not stem from the top, or from the institutions of policing.

Though police culture is another matter entirely.

Let’s start with the police’s alleged failings. One cannot, as I do, write for any length of time about the trans community without encountering tales of awfulness: from basic disrespect of individual identity, through to misgendering, verbal abuse and, rarely, actual physical attack.

It’s a tip of the iceberg thing, and hard to expose through the layer of justified cynicism and fear that afflicts the community. Why complain, when complaining won’t change anything – and may have unforeseen repercussions for you later on? Trans folk may sometimes appear a little paranoid, but, as the old saw has it, just because you are paranoid doesn’t mean the world isn’t out to get you!

This may get the “political correctness gone mad” brigade reaching for their gold-nibbed angry pens, but: it's not easy being trans.  There’s the fight to be recognised, fight for medical support, fight, sometimes, for the simple right to walk down the street without abuse.  Along the way you may have lost job, partner, home.

No: this is not oppression Olympics. Rather, it is recognition that trans folk, alongside other minorities, have good reason to be touchy about things, a sense that translates a simple street stop into an inevitable “is it because I is trans?”

Many police officers get this. Just as they get that there are cultural issues in dealing with different ethnic groups; or even that a large burly male officer questioning a woman about domestic violence MAY not always be a good call.

They get that approaching a trans woman and starting the conversation with “Sir?” is a sure fire way to get a rude answer, or no answer at all.  Against those who argue that the police can’t be tiptoeing around every sensibility they might possibly encounter on the street, I’d suggest the opposite: they are paid to interact with the public – not to dominate them.  Yet far too many police officers still seem to think their job is the latter.

That’s a bad start to any encounter – in non-trans speak, imagine an officer hailing a West Indian with a cheery “hey, darkie!” – likely to lead to a bad end. Its not a good attitude to have: although, absent evidence to the contrary, I’d suggest it is an all-purpose bad attitude, mostly not directed at any one group. Though I am sure some officers do have particular issues about “teh tranz”, or gay folk, or non-white individuals.

Which is why I am fairly sure that we are not talking institutional transphobia. For in force after force across the UK, the guidelines on interacting with trans people are good. The sentiments expressed from the very top are positive – and I have no reason to believe them disingenuous, as alongside the bad, I also encounter reports of good policing. Positive policing. Trans-friendly policing!

Its just… well, I’ve seen this all before, a few years back when I made a small trade out of covering ludicrous and ludicrouser police interventions on street photography. 

The guidelines were good. The top-down intention was good. It just didn’t always translate to street level. Indeed, it was the same old story as now, with some police officers seemingly just taking exception to any member of the public displaying anything less than total forelock-tugging obedience: and a much smaller proportion who just appeared to dislike persons with cameras. Period.

Still, there is one aspect of this story where the police powers-that-be deserve criticism. Wednesday’s arrests took place not just in Soho, but in the heart of London’s lgbt space.  Which is what makes the police reaction so bizarre.

For just as you might expect police in muslim areas to be taught a little about Islamic sensibilities, so you’d expect those working lgbt areas to learn a little about lgbt sensibilities. Or at very least for the most egregious transphobes and homophobes to be transferred quietly elsewhere.

Yet the evidence suggests that has not happened. It's not so much institutional transphobia as a failure of management.

Photograph: Getty Images

Jane Fae is a feminist writer. She tweets as @JaneFae.

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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.

***

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.