White Feminism Nearing Endpoint

white feminist nearing endpoint
white feminist nearing endpoint                                                                                                                                    White Feminism Nearing Endpoint                                                  by W.F. PRICE on JANUARY 15, 2014

I have learned so much about the development of feminism at this point that the big picture is coming into sharper focus even as I’m starting to turn my attention to other matters.

For example, I can say with certainty that modern feminism as a mass movement (as opposed to a fringe of disaffected misfits) was born the day that women were included in the Civil Rights Act of 1964, which put all women – even white ones – in the same “disadvantaged” category as minorities. This was the work of a segregationist white, Southern senator who was obviously trying to dilute the impact of affirmative action.

The Civil Rights Act thereby gave companies and feminist activists a financial incentive to promote women of any race. Incentives matter, and quite a lot. Betty Friedan and Gloria Steinem just hopped on the bandwagon — they were merely hucksters who made little – if any – difference.

Now, we are getting to the point where white women are no longer seen as deserving beneficiaries of affirmative action.

In Seattle, of all places, white women’s disadvantaged status has been called into question in a major construction project:

A group of white women is threatening to sue if the Washington State Department of Transportation (WSDOT) removes them from a program that helps women and minority-owned businesses get work on highway projects.

WSDOT hired a consultant to conduct a disparity study last year to determine if women and specific minority groups are continuing to experience discrimination when it comes to being awarded contracts on public works projects.

Colorado-based BBC Research and Consulting issued a 678-page report last May that found firms owned by white women are winning enough jobs and don’t need the extra help afforded them in the federal Disadvantaged Business Enterprise (DBE) program. Federal rules give DBEs a leg up on winning contracts on highway projects, as general contractors must hire disadvantaged firms to perform a set percentage of a project.

Many white women who own DBE-certified firms are opposed to the change. A newly formed group, Women in Highway Construction, is threatening a lawsuit, arguing that discrimination is alive and well in Washington state.

“Oh my gosh yes. They (men in the industry) don’t want to talk to you, they don’t want to deal with you, they’re very uncomfortable dealing with you,” said Colleen Hallett, who owns Mobile Electrical Distributors in Seattle. “I have salesmen come in here and bypass me and go straight to my male employees even though I’m the boss.”

The disparity study found that other minority groups continue to suffer “substantial disparities,” including businesses owned by African American, Asian-Pacific Americans, Hispanics, Native Americans and South Asians.

“While the other firms (minority groups) got little to no work, white women-owned firms continued to get work for that time (considered in the study). That was good for that group, but the other firms didn’t get much work,” said Brenda Nnambi, WSDOT’s Director of the Office of Equal Opportunity.

Based on the results of the study, WSDOT is seeking a waiver from the U.S. Department of Transportation to remove white women-owned firms from being counted toward project DBE goals. The waiver is being sought after white women have been included in the program for 31 years.

“The study revealed that Caucasian women-owned firms actually received more contract dollars than expected,” wrote WSDOT Assistant Communications Director Kris Rietmann in a December 16 press release. “Lacking evidence of discrimination against Caucasian women-owned business in the local marketplace, WSDOT cannot include them in contract-specific DBE goals.”

This inclusion of women-owned firms under affirmative action has been a great boon to a number of white men who happen to have good wives. Just keep the company in your wife’s name, and it qualifies as a “disadvantaged” business. Affirmative action for white women has not done much for singlemoms, but it’s made a lot of rich white folks’ lives easier (their daughters could take advantage of affirmative action), and it has raised some others into the middle class or above. Those who can keep their marriages together despite having working wives have probably fared best. Overall, due to the negative effects on family formation, it’s probably a wash, but possibly somewhat better for whites than if they were entirely denied affirmative action.

But now the jig is up. It had to end eventually. This grand coalition has too many takers today, and something must give. Apparently, that will be white women’s privileges under affirmative action.

White women are not taking this graciously:

“This is a war on white women, and we’re not going to take it sitting down,” said Mary Guthmiller, who owns DBE Electric. “It’s going to cost the state of Washington a lot more grief and trouble to fight an injunctive action which we are willing to take if necessary to protect our right to be able to exist as businesses and participate in the program that we fought hard alongside our other minority businesses to even have any little bit of this construction dollar.”

At a public meeting Thursday in Shoreline, women told WSDOT officials the study which showed white women are not discriminated against is flawed. They cited several examples including that not enough women were interviewed for the report. Many also complained that the study counted inflated contract dollar amounts won by white women-owned businesses. The consultant counted the contract amounts promised to white women, not what was actually paid.

I’m afraid the white women are going to lose this battle. Today, white women are outnumbered by nonwhites in the Democrat coalition, and the numbers count. I’ve predicted for years now that ethnic concerns would eventually trump sexual politics, but I think a lot of people will be surprised by how quickly white women abandon feminism when it no longer provides them with any material benefits. This hasn’t quite come to pass yet, but the writing is on the wall.





n 1946 a young, post-war Italian businessman from Valenza, Gino Amisano, began producing leather seats and motorcycle saddles. One year later he repurposed his skills to start AGV SpA (helmets) designing some of the earliest motorcycle protective leather helmets on the market in Italy. As safety testing and standards were not commonplace in this time of history, Amisano was one of the first to begin producing protective motorcycle racing helmets with his 1954 model 160 helmet. Fast forward sixty one years and worldwide the AGV name is living legend. After the production of the first leather “pudding bowl” shaped, crisscross inner lining and harnessed helmet, which would mold to the riders head, AGV had thus separated themselves from the competition, and Gino Amisano would soon be known as the “King of Helmets” in the European industry. To attain such a high status, a “King,” AGV had to establish their dominance in the helmet industry. They started with a riding helmet, but what was to follow? Their first step was by producing a protective jet helmet in 1956, later signing the best motorcyclist to ever participate in the sport in 1967, Giacomo Agostini, who would go on to win 14 World Championships while wearing AGV helmets. The first AGV full faced helmet worn in racing was in an Italian race, worn by Alberto Pagani, in 1969. And finally by creating and sponsoring the now famous “Clinica Mobile, this mobile clinic which would treat injured riders at the race track starting in 1977. It was clear that AGV had a commitment to excellence, both in safety of their products and the sport itself. It was right about this time that Michael Parrotte began riding motorcycles while attending the American School of Paris for three years. During this time AGV was the undisputed King of the helmet world in Europe while Bell Helmets reigned supreme in North America. During this time in Europe AGV Helmets were worn by many of the top Grand Prix Riders – Giacomo Agostini, Barry Sheene, Angel Nieto, Johnny Cecotto, Steve Baker, and Kenny Roberts. AGV was not just the sponsor of racers but of race series. The AGV World Cup consisted of 200 mile events at Daytona, Paul Ricard, and Imola. Shortly after returning to the US Mr. Parrotte wrote a letter to Mr. Amisano enquiring about the possibility of importing AGV Helmets into the US. Communications continued and in late 1976 AGV granted the exclusive rights for the AGV brand to Mr. Parrotte and his new company AGV USA. The first helmets arrived in the port of Baltimore in the spring of 1977. As an avid road racer Michael traveled the race circuit promoting and selling AGV as well as participating in races. During this first season AGV USA sponsored their first racer, an up and coming fourteen year old from Louisiana-named Freddie Spencer. After years of operating as the exclusive importer of AGV helmets, Parrotte saw yet another opportunity in the motorcycling market by producing safety apparel for riders, particularly club racers who needed very durable and safe products and who did not have unlimited budgets. In 1985 Mr. Amisano licensed the use of the AGV tradename to begin a joint venture with Mr. Parrotte in this new sector. In the first year American GP rider Randy Mamola began wearing AGV gloves, the CX-1. AGV road race suits and boots quickly followed, all handcrafted in Italy at the time. After only a couple of years of business in the US motorcycle apparel industry Yamaha Motor Canada became the first international importer of the AGV apparel. After the success of the AGV motorcycle safety apparel in the United States and Canadian markets, the decision was made to expand the name from AGV to AGVSPORT for cosmetic reasons particularity the Suits, Jackets, and pants. The AGV logo was perfect for helmets and worked for Gloves and Boots but was too short for use on arms and legs. So in the late 1980’s the AGVSPORT brand was born. For a number of years products were branded both AGV and AGVSPORT depending on their styling requirements. In the early 1990’s Italian designer Sergio Robbin designed the AGVSPORT logo. Sergio was the top designer for AGV and Spidi and had done extensive design work for Ducati and Bimota. One of his first creations was the Bimota V-Due 500cc two stoke sport bike. The company may have been young in age, but with the years of helmet industry knowledge that AGVSPORT founder Michael Parrotte brought with him from his early years with AGV SpA proved to be invaluable when creating high performance safety apparel. As many other producers focused of fashion, Michael focused on safety, performance, and value over all else. In 1992 AGV SpA purchased a majority ownership of AGV Sports Group. The reputation for durability spread throughout the club racing world and it is not uncommon to see AGVSPORT suits twenty years old or more still being used by club racers today. This ultimately led to a great and long-lasting partnership, now for more than 25 years, with Keith Code and the California Super Bike School, where all instructors would be suited up in AGVSPORT leather suits. The California Superbike Schools’ instructors and students have been using and abusing AGVSPORT leather suits for more than quarter century. These suits are put to a stress test like no other often being used for days on end, rain or shine year after year. These instructors and students often remain in their suits for the entirety of the day’s lessons, and essentially are living in our leathers. You may think the top sponsored riders would be the best example for why our suits are of the highest quality, but it is the instructors and students at this school that showcase how our suits can literally handle the heat and take a beating, all while staying safe, cool and comfortable. Throughout the 1990’s AGVSPORT apparel began to explode on the racing scene, beginning with Loris Capirossi wearing AGVSPORT apparel while winning an FIM GP World Championship in 1991. Back in the US the list of sponsored riders started to look like a who’s who of the racing world: from the US the riders Ben Bostrom, Eric Bostrom, Thomas Stevens, Kurtis Roberts, Aaron Yates, and Roland Sands; from Canada Miguel DuHamel, Pascal Picotte, and Steve Canadians; and from Australia Troy Bayliss, Sean Giles, Craig Coxhell, Josh Waters, Jamie Stauffer, and 7-time AMA Super Bike Champion, Mat Mladin. It was now time for AGV Sport Group Inc. to become an independent entity and all the shares of the company were purchased back from AGV SpA in Italy. But it was not until the fall of 2001 that AGVSPORT was officially recognized by the Italian helmet company as an independent brand, owned by entirely by AGV Sport Group Inc. Today AGV Helmets is owned by famed Italian apparel manufacturer Dainese. Since that time AGVSPORT has enjoyed a comfortable position in the apparel industry. By continuing their age old business model “Designed by Riders, for Riders,” and “The Science of Safety” which combined years of helmet industry knowledge. AGVSPORT has always been on the cutting edge of the safety apparel design and construction. AGV Sports Group has always been, and will always be, a company of avid riders and enthusiasts who are wearing and always developing AGVSPORT apparel. This ensures that you, the customer, will experience the best and safest products we have to offer, and we hope that you will actually be able to feel the history of Gino Amisano and progress of AGVSPORT every time you ride and are wearing any of our AGVSPORT leathers or textiles. Each AGVSPORT product is designed by riders for riders, and function is never sacrificed for aesthetics. By keeping product development and design in house and using experience riders, we are staying true to the dedicated following of discerning motorcycle enthusiasts who respect the quality and value of AGVSPORT performance driven products. We at AGV Sports Group are among the sport’s greatest enthusiasts.

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