Why is sterilisation still being forced on transgender people?

Compensation demanded in Sweden.

A group of Swedish transgender people are demanding 42.6m kronor (approximately £4.8m) from the state for having been forced to be sterilised before undergoing gender reassignment surgery.

The individuals, part of the estimated 865 who were told to accept the procedure in order to have their gender recognized in law, also want an official apology from the government.

According to the Swedish Federation for Lesbian, Gay and Transgender Rights (RFSL), around 500 people were coerced into sterilisation between 1972 and 2012.

Speaking to AFP, RFSL leader Ulrika Westerlund said: "our starting point is to ask for 300,000 kronor per person. This amount is based on both the level of compensation for victims of forced sterilisation in Sweden and on the level determined by the European Court of Justice in similar cases."

The law finally changed in January this year following widespread outrage at the little known practice, and after the Stockholm administrative court of appeal ruled in December that it was unconstitutional.

Another report from the Council of Europe, created for the Committee on Social Affairs, Health and Sustainable Development of the Parliamentary Assembly, called the practice a "major abuse of human rights",  and stated that it had to stop.

While this could be seen as a welcome change to an outdated and unique situation, reality is far more depressing. The recent events in Sweden simply mean that it has joined the incredibly small minority of EU countries who do not demand that transgender people are sterilised, along with the United Kingdom, Spain and Portugal. Hungary does not demand it either, though it can be argued that the country tends to try and avoid the problem completely.

The issue was first raised on the EU level in 2010, when member states where told that they should review their policies, but sadly, the reports that followed indicated that most countries were very eager to ignore the issue.

Heavy criticisms also came from a report published by the United Nations Special Rapporteur on Torture, who called for countries to “outlaw forced or coerced sterilization in all circumstances” in February 2013. Once again, this did not lead to any reforms, or even promises of future changes.

One of the possible explanations behind this incredible unwillingness to abolish such a horrific and backwards practice would be the complete unawareness of the public on the subject. This was easily proved with the Swedish case, when a petition against forced sterilization posted online by AllOut easily reached nearly 80,000 signatures.

The obvious question to ask then, would be: why stop at Sweden? If this reform can be triggered relatively easily by informing people of what is happening, why is there such a deafening silence around the issue?

While LGBT organisations campaigning for equal marriage should be applauded, it would also be important to remember that there are a lot of pressing issues that need to be talked about, sooner rather than later.

Swedish transgender people are demanding 42.6m krona compensation. Photograph: Getty Images

Marie le Conte is a freelance journalist.

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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.