Jeremy Browne: Clegg’s man in the Home Office

The Orange Book liberal is preparing for a renewal of coalition vows after the next election.

The Home Office is not a place to be squeamish about state power. As the department responsible for preventing crime and disorder, its stock-in-trade is monitoring, control and coercion. Under the coalition government, it seems perpetually to be “cracking down” on something.
 
It was the Home Office that came up with the idea of driving mobile billboards inviting illegal immigrants to “Go home or face arrest” around multiracial boroughs of London. It was a mistake, says Jeremy Browne, the Liberal Democrat minister of state at the department responsible. “I was not consulted beforehand, neither was Nick Clegg, and that is a serious oversight.” Browne defends the voluntary repatriation policy but is scathing about the way the signal was sent out: “The debate about immigration should be conducted in a tone that is civilised and humane, rather than pandering to the least attractive elements in the human spirit.”
 
We meet in Browne’s sparse room at the Home Office, where he has been for just a year. He was previously Clegg’s man at the Foreign Office. The move was seen in Westminster as an attempt to get more leverage in a department that often aggravates liberal scruples. But if Browne’s unofficial job title is thwarter-in-chief of authoritarian Tory tendencies, he isn’t letting on. The Conservatives, he says, are the second most liberal party when it comes to home affairs, while Labour attacks the coalition from populist, right-wing positions.
 
“The Conservatives may be a magnetic force pulling the Lib Dems away from a purer form of liberalism but it’s not true that if we were in coalition with Labour, it would represent some easy, liberal utopia. There would be a much bigger gap to bridge to try to accommodate the authoritarian instincts of the Labour Party.”
 
Browne is a classical liberal from the Orange Book wing of his party – the side that was suspicious of socialism and state intervention even before the opportunity arose to make common cause with the Conservatives. While some left-leaning Lib Dems are wary of their party’s proximity to David Cameron, Browne is certain that the Tory leader has a firmer grasp of the challenges facing the country than Ed Miliband does. He declares “the global race” – Cameron’s pet theme – to be “the big issue of our time”. By contrast, he describes Labour as “intellectually lazy, running on empty” and suffering from “a leadership void”. “I just don’t think of them as equipped to run the country,” he says.
 
It sounds as if Browne is preparing for a renewal of coalition vows after the next election. There are, he claims, Tories who would rather keep the current arrangement than go it alone and be held to ransom by maverick backbenchers. For these “moderate Conservatives”, the worst-case scenario at the next election is a small majority. “They would be beholden to the people on the right of the party, who have a lot more in common with Ukip than they do with David Cameron.”
 
In Browne’s view, there are between 25 and 30 Tory MPs who reject the Prime Minister’s authority. (“They actually like the idea of wielding their collective muscle to push him around.”) He says that, as a result, “The Conservatives would have difficulty governing in as stable a fashion as this coalition government has done with a majority of much less than 40 or 50.”
 
This is a rehearsal of the Lib Dems’ pitch at the next election. Neither of the two main parties, they will say, can be trusted to govern alone; both need leavening with a dose of Cleggism. It is an optimistic line from a party whose poll ratings languish in single figures. Ukip, I suggest, is now performing the function that the Lib Dems once had as the place voters go to express a rejection of the big Westminster parties.
 
Browne does not recoil from the comparison. Nigel Farage’s party, he says, is mimicking the strategy that the Lib Dems used to graduate from protest vehicle to potential party of government. Ukip is here to stay. “We are moving away from bipolar politics, where every opinion is corralled into two main parties, to a situation where more and more things are being unpackaged.”
 
Browne even argues that the Lib Dems and Ukip, despite competing for third place in opinion polls, represent a more precise account of the rival visions that politics offers Britain. “Essentially, the big choice the country faces is not really embodied that well by the two biggest parties: it is represented by the Lib Dems and Ukip. That’s where it’s thrown into stark relief.” He defines the contest as between “pulling the drawbridge up, erecting barriers to the outside”, and “being a welcoming, liberal, outward-looking, internationalist country that embraces the opportunities of globalisation”.
 
That means being more relaxed about immigration than British politics seems to allow. Browne describes himself as part of the “unfashionable minority” that celebrates the opening of British borders to EU workers from eastern Europe. “I don’t think there was a mistake. It was transformational in terms of Britain’s relationship with countries like Poland . . . It was in our foreign policy interest but, at a much more direct, micro level, there are lots of employers in my constituency and around the country who are full of praise for the contribution that Poles have made to their businesses and the economy more generally.”
 
Will the Lib Dems be so enthusiastic about the Romanian and Bulgarian migrants who will enjoy new freedoms to work in Britain from next January? “They’re only complying with the same rules as British people who live in Spain or have holiday houses in France, or who work in Germany.” Browne is quick to add the caveat that the influx has put pressure on public services, which accounts for much of the political backlash. “But I think if you look at the overall ledger . . . the positives outweigh the negatives.” 
Nick Clegg and Jeremy Browne speak with a police officer at the Stockwell Park Estate on April 25, 2013 in London. Photograph: Getty Images.

Rafael Behr is political columnist at the Guardian and former political editor of the New Statesman

This article first appeared in the 16 September 2013 issue of the New Statesman, Syria: The deadly stalemate

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The Brexit Beartraps, #2: Could dropping out of the open skies agreement cancel your holiday?

Flying to Europe is about to get a lot more difficult.

So what is it this time, eh? Brexit is going to wipe out every banana planet on the entire planet? Brexit will get the Last Night of the Proms cancelled? Brexit will bring about World War Three?

To be honest, I think we’re pretty well covered already on that last score, but no, this week it’s nothing so terrifying. It’s just that Brexit might get your holiday cancelled.

What are you blithering about now?

Well, only if you want to holiday in Europe, I suppose. If you’re going to Blackpool you’ll be fine. Or Pakistan, according to some people...

You’re making this up.

I’m honestly not, though we can’t entirely rule out the possibility somebody is. Last month Michael O’Leary, the Ryanair boss who attracts headlines the way certain other things attract flies, warned that, “There is a real prospect... that there are going to be no flights between the UK and Europe for a period of weeks, months beyond March 2019... We will be cancelling people’s holidays for summer of 2019.”

He’s just trying to block Brexit, the bloody saboteur.

Well, yes, he’s been quite explicit about that, and says we should just ignore the referendum result. Honestly, he’s so Remainiac he makes me look like Dan Hannan.

But he’s not wrong that there are issues: please fasten your seatbelt, and brace yourself for some turbulence.

Not so long ago, aviation was a very national sort of a business: many of the big airports were owned by nation states, and the airline industry was dominated by the state-backed national flag carriers (British Airways, Air France and so on). Since governments set airline regulations too, that meant those airlines were given all sorts of competitive advantages in their own country, and pretty much everyone faced barriers to entry in others. 

The EU changed all that. Since 1994, the European Single Aviation Market (ESAM) has allowed free movement of people and cargo; established common rules over safety, security, the environment and so on; and ensured fair competition between European airlines. It also means that an AOC – an Air Operator Certificate, the bit of paper an airline needs to fly – from any European country would be enough to operate in all of them. 

Do we really need all these acronyms?

No, alas, we need more of them. There’s also ECAA, the European Common Aviation Area – that’s the area ESAM covers; basically, ESAM is the aviation bit of the single market, and ECAA the aviation bit of the European Economic Area, or EEA. Then there’s ESAA, the European Aviation Safety Agency, which regulates, well, you can probably guess what it regulates to be honest.

All this may sound a bit dry-

It is.

-it is a bit dry, yes. But it’s also the thing that made it much easier to travel around Europe. It made the European aviation industry much more competitive, which is where the whole cheap flights thing came from.

In a speech last December, Andrew Haines, the boss of Britain’s Civil Aviation Authority said that, since 2000, the number of destinations served from UK airports has doubled; since 1993, fares have dropped by a third. Which is brilliant.

Brexit, though, means we’re probably going to have to pull out of these arrangements.

Stop talking Britain down.

Don’t tell me, tell Brexit secretary David Davis. To monitor and enforce all these international agreements, you need an international court system. That’s the European Court of Justice, which ministers have repeatedly made clear that we’re leaving.

So: last March, when Davis was asked by a select committee whether the open skies system would persist, he replied: “One would presume that would not apply to us” – although he promised he’d fight for a successor, which is very reassuring. 

We can always holiday elsewhere. 

Perhaps you can – O’Leary also claimed (I’m still not making this up) that a senior Brexit minister had told him that lost European airline traffic could be made up for through a bilateral agreement with Pakistan. Which seems a bit optimistic to me, but what do I know.

Intercontinental flights are still likely to be more difficult, though. Since 2007, flights between Europe and the US have operated under a separate open skies agreement, and leaving the EU means we’re we’re about to fall out of that, too.  

Surely we’ll just revert to whatever rules there were before.

Apparently not. Airlines for America – a trade body for... well, you can probably guess that, too – has pointed out that, if we do, there are no historic rules to fall back on: there’s no aviation equivalent of the WTO.

The claim that flights are going to just stop is definitely a worst case scenario: in practice, we can probably negotiate a bunch of new agreements. But we’re already negotiating a lot of other things, and we’re on a deadline, so we’re tight for time.

In fact, we’re really tight for time. Airlines for America has also argued that – because so many tickets are sold a year or more in advance – airlines really need a new deal in place by March 2018, if they’re to have faith they can keep flying. So it’s asking for aviation to be prioritised in negotiations.

The only problem is, we can’t negotiate anything else until the EU decides we’ve made enough progress on the divorce bill and the rights of EU nationals. And the clock’s ticking.

This is just remoaning. Brexit will set us free.

A little bit, maybe. CAA’s Haines has also said he believes “talk of significant retrenchment is very much over-stated, and Brexit offers potential opportunities in other areas”. Falling out of Europe means falling out of European ownership rules, so itcould bring foreign capital into the UK aviation industry (assuming anyone still wants to invest, of course). It would also mean more flexibility on “slot rules”, by which airports have to hand out landing times, and which are I gather a source of some contention at the moment.

But Haines also pointed out that the UK has been one of the most influential contributors to European aviation regulations: leaving the European system will mean we lose that influence. And let’s not forget that it was European law that gave passengers the right to redress when things go wrong: if you’ve ever had a refund after long delays, you’ve got the EU to thank.

So: the planes may not stop flying. But the UK will have less influence over the future of aviation; passengers might have fewer consumer rights; and while it’s not clear that Brexit will mean vastly fewer flights, it’s hard to see how it will mean more, so between that and the slide in sterling, prices are likely to rise, too.

It’s not that Brexit is inevitably going to mean disaster. It’s just that it’ll take a lot of effort for very little obvious reward. Which is becoming something of a theme.

Still, we’ll be free of those bureaucrats at the ECJ, won’t be?

This’ll be a great comfort when we’re all holidaying in Grimsby.

Jonn Elledge edits the New Statesman's sister site CityMetric, and writes for the NS about subjects including politics, history and Brexit. You can find him on Twitter or Facebook.