Ken vs Boris: my verdict

After interviewing both mayoral contenders in one day, I found Ken candid and Boris canny.

Boris Johnson, according to a poll, is the person with whom most Londoners would like to have breakfast. Last Friday, I had mine with Ken at a café in Hampstead, after which I had lunch at City Hall with the popular mayor himself.

The Ken-Boris contest used to boil down to policy v personality. It was Ken, though, who turned out to be an interviewer's dream -- indiscreet, careless, outspoken and funny. Box Office Boris has been banished for the duration of the electoral campaign, replaced by an on-message Conservative politician and media-savvy former journalist, painfully conscious of how he will appear in print and of how his comments will be reported.

For such a notorious maverick, I found Boris maddeningly cautious and unforthcoming and it made him less fun to interview than I had anticipated.

The fact that he knows every journalistic trick, after a lifetime spent working as a hack, may well turn out to be one of Boris's greatest advantages over Ken. He is constantly vigilant, on the lookout for the tripwire that will land him in trouble. Once a quote-jukebox, he answered my questions with non-sequiturs, flattery, prevarication, diversion and digression. He even "pleaded the Fifth" to avoid answering in a way that would give the papers a headline. He stuck frustratingly to his mantra about his achievements and plans.

Boris's dilemma is that what makes him popular is also what stops him from being taken seriously as a politician. It's the likeability factor, though, that got him elected. Boris has always been bafflingly bullet proof. Every past gaffe and glitch has propelled Bounce-Back Boris on to greater glory. The public don't seem to care. In a superficial age, he has always seemed fun, telegenic, the anti-politician. He has by far the highest approval rating of any Tory.

Whereas once Ken was seen as competent and Boris charismatic, I found Ken candid and Boris canny. In the hour I spent with him, Ken told me the following: the BBC director general, Mark Thompson, is "a moral imbecile" for vetoing the word "Palestine" in a protest song; bankers' bonuses are "like penis extensions, among a smaller league of men - mine is bigger than yours"; Margaret Thatcher was "clinically insane" when in power; the Daily Mail "has done an awful lot for making us a more embittered people". Henry Kissinger "wasn't going to get laid until he was powerful, you know".

Spoiling for a fight, he was irrepressibly controversial, despite his press officer's best efforts. It's no surprise that he called his memoir You Can't Say That. After all this is the man who called an Evening Standard journalist, who was Jewish, a "German war criminal", for which he refused to apologise and was given a one-month suspension for bringing the office of mayor into disrepute.

Ken talked more about Boris than Boris talked about Boris -- and even though he usually doesn't talk about his children, he couldn't resist a dig: "We both have five, I can admit to all mine." He was referring to his rival's rumoured illegitimate two-year-old.

What did surprise me about Ken was that for someone so politically intransigent, he was open about regrets and failings in his personal life. I got a glimpse of what this self-confessed "workaholic", currently without a job, who still wants to change the world but who admits that "politics takes over your life", is missing. "No one would ever want to marry a politician," he tells me. I know I say. And I do.

It's hard to imagine Ken ever switching off from politics. He is most alive when he's talking figures, policies, plans. And despite once saying that a mayor should serve only two terms, his plans seem to extend well beyond the next four years. Even while gardening, he told me, he talks through issues to himself out loud.

I have heard people say often that they like Boris but they worry about his ability to run London. I worry about Ken's ability to work with a Tory government in a time of economic crisis. For him, the office of mayor is not just about London: it's about changing the system.

Ken is a revolutionary, by nature. That worries me. It's also why I like him.

Jemima Khan is associate 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.