Why something needs to be done about the betting industry

There are increasing concerns that stores are becoming more concentrated in poor and deprived areas.

"I'll pay you back as soon as I've won," says the guy blocking my way out. It's almost 10pm, and Ladbrokes is still open. I've come in to see what it's like, and accidentally won my bet back ten fold. Now everyone is watching me pocket my winnings in a neon lit room littered with failed paper bets. I'm surrounded by a group of guys in black padded jackets who ran out of money long ago.

Betting shops have always come with their problems, but the challenges they pose today are fundamentally different to the past. We are dealing with an industry that has become commodified, mechanised and -- in some of the poorest areas of our communities -- totally mainstream. Our democratic structures were not designed to deal with this, and they're failing. Something needs to be done.

Globalisation has transformed this industry. It means that betting is no longer limited by our country's sports seasons or daylight hours. Paddy Power outlets now open at 7am, allowing people to place bets on their way to work in the dark, and close at 10pm long after everything else on high street has shut. Racing in Paraguay, Australia and Japan means live races are happening constantly. In the shop I was in, they were taking bets on 130 live events a day.

And that's not including virtual races. In perhaps the oddest twist of the industry, the cashier showed me a timetable of virtual games that ran every four minutes. If there's nothing else on, customers can bet on a computer-generated horse that races on the big screen. Betting is no longer reserved for special events or particular players that you can research or form an emotional attachment to or even touch. It has become brutal, mechanistic and void.

Then, of course, there's the recent introduction of FOBTs -- slot machines offering games like Routlette and Bingo -- brought in over the last few years to keep you occupied in the one or two minutes you might still have free.

Gambling used to be social. But the increased speed and frequency of bets has short-circuited the need for human relationships. New mechanised cashiers mean you can gamble away a million without talking to a soul. Increased competition between the four big brands that dominate the market -- Bet Fred, Paddy Power, William Hill and Coral -- are aggressively competing by cutting staff. Mainstream betting shops no longer provide exciting, special experiences so much as fast, dirty transactions.

Betting shops are fast on their way to becoming 24 hour rooms manned by bouncers alone.

Although the total number of betting shops has remained relatively stable over the last five years, there are increasing concerns that stores are becoming more concentrated in poor and deprived areas such as Waltham Forest, Newham and Liverpool. Hackney has 64 betting shops -- three times the national average for a local authority -- and in my hometown of Southwark, important research from Harriet Harman has found 77. Meanwhile, David Lammy has pointed out that Tottenham has 39 bookmakers but not a single bookshop.

Betting shops cluster around particular high streets as well as certain boroughs. They are often conveniently located next to payday loan stores. Their staff, in colourfully branded caps and t-shirts, echo nearby fast food outlets. In Southwark, they are spreading on Rye Lane and the Walworth Road, opening up whenever another business goes under in the downturn. There are even rumours one may replace a local jobs centre.

"They (betting shops) are often located near post offices," says Ruth Champion, a therapeutic director from the problem gambling charity Gordon Moody. "We have to ask, are they targeting people coming out with a giro? It's getting harder and harder for the people we treat to be in a safe place."

All this is big money. The Gambling Commission estimates that the UK gambling industry was worth some £5.6 billion in 2010, and the betting sector represents 52 per cent of that market. It can't go on like this.

Ladbrokes on Peckham High Street was one of the shops kicked in during the August riots. I remember it left a cracked spider web of broken glass. There's a growing anger at these businesses from some of poorest people in the community I serve, and in others around the country. As a local councillor for the Lane, I want to revisit this topic, talk to the staff and customers in these shops and figure out what can be done. Although after the close call last night, I might go back at earlier hours.

Rowenna Davis is a journalist and author of Tangled up in Blue: Blue Labour and the Struggle for Labour's Soul, published by Ruskin Publishing at £8.99. She is also a Labour councillor.

Rowenna Davis is Labour PPC for Southampton Itchen and a councillor for Peckham

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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.