From the Tories' "feckless dads" to the "crisis in masculinity": can Labour go father?

Jon Cruddas and Diane Abbot have argued this week that Labour must value the roles that fathers play in modern families. But first, it must stop policies which disadvantage men.

This week Labour staked its claim to be the country’s most father-friendly political party.

Jon Cruddas, the party’s policy co-ordinator, claimed that “the Conservatives have dominated debate about the family with their stereotype of a feckless underclass of absent fathers”.

According to Cruddas, “the majority of men feel fathers are undervalued,” but not for much longer, because “Labour will value the role of fathers”.

His words were echoed by Diane Abbott who, in a separate speech on the “crisis of masculinity”, spoke of the party’s need “to say loudly and clearly, that there is a powerful role for fathers”.

But if Labour is to achieve its ambition of becoming  “the daddy” of all political parties, then it needs to understand why it has historically had an uneasy relationship with dads.

According to critics on the right, we need look no further than the IPPR report “Family Way”, co-authored by Harriet Harman in 1990, which said “it cannot be assumed that men are bound to be an asset to family life or that the presence of fathers in families is necessarily a means to social cohesion".

Criticism has also come from within the party with David Lammy warning that the “same liberals who fought so hard for single mothers now give the impression that fatherlessness does not matter at all”.

This analysis seems to have resonated with Abbott who wants her party to make families and fathers a priority and is emphasizing the importance of Labour feminists developing a positive narrative about the role of dads.

Abbot frames fatherhood as a gender issue, which is essential, as it is often Labour’s strong position on women and equality that restricts the party’s ability to support men and fathers.

Feminists have been cautious of prescribing what an ‘ideal family’ should be, whilst viewing the family as an ideal vehicle to deliver policies designed to support women. In the process, the left both responds to and re-enforces women’s role as carers and keeps fathers on the margins of parenting.

This process began with the postwar transfer of money from “wallet-to-purse” in the shape of child-tax allowances, a move that is said to have lost Labour votes among male workers in the late 1960s.

Today child benefit is still predominantly paid to women and acts as a “gateway benefit” that awards recipients the status of primary carer in the eyes of the state.

This is particularly problematic for separated fathers on low incomes who – having been identified as the secondary parent – cannot access any of the state benefits awarded to parents.

A benefit system that relegates dads to the role of secondary carer is a major barrier to women’s equality. The gender pay-gap is inextricably linked to the different parenting roles that men and women adopt. Single women are now paid more than single men with the gender pay gap emerging when a couple’s first child is born.

Pro-feminist fatherhood campaigners have long made the case that the countries which give mums and dads the most equal parental leave rights are the countries which tend to have the narrowest gender pay gap.

Despite this knowledge, the last Labour government introduced a maternity leave system that was described by the left-leaning Fatherhood Institute as a “major driver of gendered responsibility in earning and caring”.

According to Nick Clegg, these gendered rules on parental leave “patronise women and marginalise men” and are “based on a view of life in which mothers stay at home and fathers are the only breadwinners”.

Cruddas seems to agree, saying that policy pushes mothers into the home and fathers into work, but he fails to acknowledge that it was Labour who created that policy.

When the Shadow Deputy Prime Minister, Harriet Harman, said on Question Time in May: “I fought for maternity pay and leave for women whose husbands actually couldn’t afford for them to be staying at home off work”, there was no suggestion that this policy had a negative impact on mums and dads.

This instinctive belief that family policy is predominantly a women’s issue, is perhaps the biggest barrier to Labour’s ambition to be seen as the party that values fathers.

Earlier this year the Labour party responded to Coalition plans to make a real terms cut in maternity and paternity pay, with a campaign called “Mums Not Millionaires”.

The slogan fits perfectly with Labour’s narrative on women and equality, which has helped the party to secure 51% of the female vote in some polls, compared with just 36% of the male vote.

Gender equality – for both men and women – is a much harder story to sell, but if the left won’t champion equality for all, then who will?

Being an involved father is not only a great experience for men, it is a major contribution to the social wellbeing of the whole family. An analysis of 24 fatherhood studies by Sarkadi and colleagues (2008) found that involved fathers reduce behavioural problems in boys and psychological problems in young women, enhance children’s cognitive development, reduce criminality and help families to overcome poverty.

But while the involvement of fathers can reduce inequality, the unequal way we treat parents makes it harder for fathers to be involved.

Men as parents do not have an equal right or an equal opportunity to share parenting.  The legal rights of a parent, which are granted automatically to all mothers, are not automatically granted to unmarried fathers; parental leave entitlements are still not allocated in an equitable way and the problems faced by separated dads remain unresolved.

There is a political cost to treating fathers as equal parents as it means letting go of political narratives that aim to attract a perceived women’s vote.

There is also a benefit. In Sweden, where parenting policies treat fathers more equally, the gender pay gap is narrower and separated dads are three times more likely to share parenting than their British counterparts.

If Labour can take a lead by treating gender inequality as a game of two halves and acknowledge that the unequal treatment of fathers has been caused in part by its own policies – then maybe more men will start to believe that Labour could become a party that genuinely values fathers. 

Ed Miliband with his wife Justine Thornton and his two children. Photograph: Getty Images.
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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.