Blazing a trail

Approaches to leadership evolve, and one man's vision for an art centre enriches the whole community

In recent weeks there has been a series of meetings organised by the Foundation and the New Findhorn Association (NFA), on community building. The theme of the latest was Leadership. I did not go to this meeting, so I will not write about it - but it has got me thinking about leadership in the community and how it’s perceived.

Leadership is a word that comes up often here. It features in the titles of workshops and meetings - and is generally a topic of interest. This is perhaps not surprising as we don‘t have really have leaders in the generally understood sense of the word. The Foundation has a management group who make decisions about budgets and policy and so on. Their function is basically administrative which is not the same thing as leadership. This is not to say that members of Management aren’t leaders, but it doesn’t necessarily go with the territory. In any case, Management’s writ does not run outside the Foundation and the majority in the community are not Foundation staff members.

In the early days, leadership was very straightforward. Peter and Eileen Caddy with Dorothy Maclean founded the community through following divine guidance. Eileen got the guidance from a higher source and Peter, to whom God did not speak but who had utter faith in the validity of what came through Eileen, carried out whatever that guidance suggested. The style was autocratic but appropriate for the time. Without Peter’s intense focus, the community might never have been built.

This changed when Eileen received guidance that she should no longer give guidance to the community. Her inspirational messages could be found in her books but she no longer gave practical directions to the community. It was now on its own and had to experiment with new forms of leadership.

Today the concept of leadership has evolved into the idea that anyone can be a leader. It is not dependant on position or popularity or divine authority although inner authority is a necessary part. For me, leadership is demonstrated when someone has a clear vision that they firmly believe in and then take the necessary steps to bring it into being. If the vision is a good one and the timing is right, support will naturally follow.

A good example of this is the Moray Art Centre. Until very recently the arts at Findhorn were housed in a few shabby pre-fabricated bungalows, which apart from the pottery, were little used. Randy Klinger, a painter who lives here had a vision for a proper art centre, one that would serve not only the Findhorn community but also all of Moray. There would be studios, exhibition space and room for craft shows, classes and lectures. It would be a focal point for the arts in the area. It would not be cheap.

Randy had no money himself and the Foundation were unable to help, but he held to his vision even through times when support was lukewarm, found supporters and funding and the Art Centre is now a reality. Not yet completed nor totally paid for, it is already active and providing a venue for the arts at Findhorn.

I find it very inspiring to see how one person, without financial resources, without sanction from any other ‘authority’ has a vision and makes it happen. That is real leadership.

An inspired individual is one thing but the question that comes up for the community is, how do we, as a collective, demonstrate leadership. Guidance, group process, being the change we want to see—these are among the elements that go into the ongoing work of defining and embodying that elusive quality known as leadership.

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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.