8 March 1991: What feminism means to me

Diana Quick, Margi Clarke, Vanessa Redgrave and others.

Jenni Murray, presenter, “Woman’s House”

The day I became a feminist was when I was refused social security benefits on the grounds that I had a husband who would keep me.

I am sick of hearing the word post-feminism. This is not a post-feminist era, we don’t have equal pay, the streets are not safe for women, and we still have to juggle our lives. The battle will not even begin to be won until boys start asking how they can combine their work and their family life. As for younger women, take up the cudgels and bring the boys along with you!

Anna Ford, broadcast journalist

The aim of my sort of feminism is to make sure that every woman has the opportunity to realise her chosen potential without harassment or discrimination and stands up for women who are still referred to as deserving minority groups. Women in America find our continues emphasis on such basic rights and recognition almost impossible to believe. What we still have to achieve, they have taken for granted for 20 years.

Claire Rayney, broadcaster and writer

Feminism means everything if you care at all about people, if you care about women. I’m concerned about women’s status and women’s rights and women’s needs, because until they are satisfied, neither are the needs of men and children. I never lie about my age; it’s a very anti-feminist thing to do. Expecting women to be coy about their ages, and colluding in it, implies women are only interesting when they’re fizzy with oestrogen. I’m 60 and splendid.

Julie Burchill, newspaper columnist

Feminism means being able to do what you want.

Diana Quick, actor

Feminism has had a lasting impact on my life. What has helped me most are de Beauvoir’s ideas about not authenticating yourself in terms of other people’s reactions to you, but doing things on your own account. The thing that bothers me most today is the unequal burden of domestic labour. But when people ask me if I am a feminist, I say, no, I’m a working woman; partly out of cowardice, but also our of irritation at having to meet up with those set of prejudices that the tag now implies.

Lurline Champagnie, first black woman Conservative PPC, Islington North

Feminism? I personally don’t care for it. I like the elegance and flattery of being a woman but it hasn’t prevented me from doing things that some women might wait for the man of the house to do. I know what I want to do and I get on with it. There may be barriers in society but it’s up to women to break them down.

Margi Clarke, actor

Feminism is belonging to the earth and being in rhythm with feminine forces; and any man who doesn’t understand feminism will come back with a cunt next time.

Zeinab Badawi, newsreader

Feminism is the freedom to choose. I work and I always will, but my mother would say she is a professional mother. We are in a post-feminist era. Discrimination is not embarrassing for the perpetrator, whereas a few years ago their assumptions would have gone unchallenged.

I am wary of the feminist label because it can lead to western cultural chauvinism. What I may define as my freedom may not be what my counterparts in Khartoum would want.

Patsy Chapman, editor, “News of the World”

Building society managers used to turn women down, including me, in case they got pregnant. And an editor once refused me a job when he learned I was married – because I would have to be home at six to put the potatoes on.

Sara Parkin, national speaker, the Green Party

I’ve been most inspired by third world women who could not be described as feminists, like Wanjari Maatti, the Kenyan who founded the Green Belt movement or Vandana Shive one of the Indian women who set up their own bank.

Vanessa Redgrave, actor

Have women not got more urgent problems on their minds?

The Indonesian military celebrate Kartini Day. Photo: 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.