Support for higher public spending rises after Osborne's cuts

The number who want higher spending, even with higher taxes, has risen for the first time in nine years.

The majority of George Osborne's cuts are still to come but support for higher public spending, even if it means higher taxes, has already increased. Last year, according to the 2012 British Social Attitudes report, thirty six per cent of people said they wanted to see the government "increase taxes and spend more on health, education and social benefits", up from 31% in 2010 and the first increase for nearly a decade (see graph below). The majority (55%) said they would like to see spending levels remain the same, while just six per cent favoured lower taxes and lower spending.

Since around 88% of the coalition's cuts have yet to be made, this is likely to be the beginning of a shift back towards support for a larger state. In 1991, for instance, after the Thatcher government's comparatively minor cuts, 65 per cent said they wanted to see taxes and spending rise but this figure fell in response to Labour's spending increases.

Public support for higher spending rose from 31% in 2010 to 36% last year.

With some Conservatives arguing that the ring-fence on NHS spending should be removed, it's also worth noting that 68 per cent chose health as their first or second priority for extra government spending, with education in second place on 61 per cent, followed by police and prisons (15 per cent) and housing (14 per cent). Expect Tory MPs, angered by the coalition's decision to increase spending on international development by 35 per cent, to highlight the fact that overseas aid finished bottom, with just one per cent citing it as a spending priority. By contrast, 10 per cent favoured higher spending on defence, the one budget many Conservatives would like to see protected.

The right will also draw comfort from clear support for a more restrictive welfare system. During the early-1990s recession, 58 per cent wanted to see more spending on welfare benefits but now just 28 per cent do. Only 59 per cent agree that the government should be the main provider of support to the unemployed, down from 88 per cent a decade ago. Support for spending more on the disabled, traditionally viewed as the most deserving group, has also declined, although given the media's demonisation of welfare receipients this is perhaps unsurprising. Since 2008, the proportion saying that spending on disabled benefits should be increased has declined significantly from 63 per cent to 53 per cent. As the report notes, "This trend is not just a cyclical response to the ups and downs of economic activity; it suggests a fundamental long-term change in attitudes towards welfare and benefit recipients."

On immigration, while 51 per cent would like to see levels reduced "a lot" (up from 39 per cent in 1995) and a further 24 per cent would like to see levels reduced "a little", there is strong support for skilled migration. In total, 63 per cent say that skilled migration from eastern Europe is "good" or "very good" for Britain, while 61 per cent say the same about skilled migration "from Muslim countries like Pakistan".

Ed Miliband has been criticised by some on the left for responding to public concern about welfare and immigration but these findings suggest he is right to argue that Labour cannot be seen to accept the status quo. In the case of welfare, that means support for a more contributory system, and in the case of immigration, that means tighter regulation of the labour market to ensure that bosses cannot use foreign workers to undercut domestic wages.

Support for higher public spending has risen since George Osborne's cuts programme began. Photograph: Getty Images.

George Eaton is political editor of the New Statesman.

Getty.
Show Hide image

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.