Axing quangos is really about political capital

As the spending review approaches, a leaked list of doomed quangos suggests that these cuts are about political gains more than financial savings.

A list leaked to the Telegraph reveals the 177 quangos that are allegedly to be the first on to David Cameron's "bonfire of the quangos".

The full list includes a dazzling array of bodies, with examples as varied and esoteric as the Agricultural Dwelling House Committees (comprising 16 bodies), the Public Guardian Board and the Teachers TV Board.

It's easy to react with bemused horror to the array of obscure-sounding titles. But the list does demand slightly closer scrutiny -- also marked for burning are the Audit Commission, British Waterways, the Human Fertilisation and Embryology Authority, and the Women's National Commission, to name just a few. Baroness Deech has already gone on the offensive this morning's Today programme to point out that much of the £5m budget for the Human Fertilisation and Embryology Authority comes from patients, not taxpayers, and that axing it thus achieves very little in budgetary terms.

As we get closer to October's Comprehensive Spending Review, the debate surrounding the future of these bodies and others is obviously going to intensify. Other high-profile examples, such as the BBC World Service, the British Council, the Office of Fair Trading and the Carbon Trust, are still under review.

But while these bodies await their fate, I thought I'd share a small insight into one of the bodies that is reportedly going to be axed: the Government Hospitality Advisory Committee for the Purchase of Wine. A while ago, consumed with curiosity as to what this committee was actually up to and how much of taxpayers' money it was spending on wine, I put in a Freedom of Information request, and discovered the following:

  • The government calculates that it will use around £90,00-£100,000 worth of stock (wines, spirits, beers, etc) a year for "high-level events".
  • Government Hospitality, the department within the Foreign and Commonwealth Office that administers the committee, spends roughly one-eighth of its £800,000 annual budget on restocking the wine cellar.
  • The committee has five members, who meet four times a year and are not paid for their time (apart from travel expenses). It is chaired by Sir David Wright, the former British ambassador to Japan.
  • According to minutes, tastings take place during meetings. Recommendations are then made about purchases.

None of this is of anything other than passing interest. But it does provide a small amount of background to one of the entries on the baffling list of soon-to-be-extinct quangos. It also raises a bigger point about the motivation behind the coalition's war on quangos.

Wines will still need to be purchased, so it is unlikely that major savings will be made there, and the existence of the committee itself costs almost nothing, so "burning" this quango achieves very little in the way of saving costs. Without having investigated them all, I still would wager that a significant portion of the rest of the list falls into the same category -- fulfilling functions that will go on being necessary, at relatively small cost.

A senior Whitehall source told the Telegraph that "these reforms represent the most significant rolling back of bureaucracy and the state for decades. Our starting point has been that every quango must not only justify its existence but its reliance on public money."

This connection between abolishing quangos and "rolling back bureaucracy" is the real story here. Getting rid of these quangos isn't going to eliminate the Budget deficit, but it will give the coalition political ammunition once more against the "bloated bureaucracy" instituted by Labour, and put the government on the offensive as public support for the spending cuts wanes and the spending review itself approaches.

Caroline Crampton is assistant editor of the New Statesman. She writes a weekly podcast column.

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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.