The catch-22 holding back Britain’s youth

Our young people need businesses to take a fresh look at them – and at work experience, writes Crossrail's Valerie Todd.

The UK economy has struggled through recessions and weak recoveries for some time now, with uncertain hints of growth every few months. No one feels the impact of this more than young people, who have fewer opportunities than ever before to find jobs and get into work. There is an urgent need to create more job opportunities for young people, even if our finance teams shake their heads disapprovingly. Not doing so fails ultimately fails everyone.

Word of mouth communication is now the number one recruitment channel for employers. But this doesn’t work well for young people, who haven’t yet had time to build the right contacts, networks and social capital. Recruitment needs to become less about who you know, and more about what you know and what you can do. Otherwise, young people miss out – and so do employers.

Another structural barrier is experience. Contrary to popular belief, most employers who take on young people straight from education find them well prepared for work. Yet most businesses attach great value to experience when recruiting, to the detriment of other qualities such as attitude, common sense and willingness to learn. Lack of experience is the top reason why employers reject young hopefuls’ job applications. And there’s only one cure for it. A job.

Yet other structural changes have meant that the sorts of job where young people used to get their starts have been on the wane.  My first job doesn’t exist anymore. Does yours? With only one in four employers offering work experience and the intense competition for Saturday jobs, young people today are stuck in a catch-22 situation. 

Perhaps what we need is a refreshed understanding of work experience. Work experience needn’t just be a two-week placement in the summer holidays,  Employers can assist young people in a wide variety of ways,  for example through it can also include careers talks, site visits, help with interview technique,  and mentoring. The New Statesman is a great example of creative thinking about work experience.  Recognising that many graduates aren’t able to relocate for an internship, they are trialling "virtual work experience" placements. Editors mentor graduates remotely, working with them to develop their writing and publish articles on the New Statesman website. This kind of flexibility could give employers, especially smaller businesses who are starved of time and resource, more choice around how to build work experience and when and where to host it. It might also mean fewer 16 year-olds whose "work experience" consists of introducing hot water to tea bags. 

The shape of the labour market is also loaded against young people trying to get a job. Although the recession has led to subdued recruitment activity generally, employment in managerial and professional roles has grown by over 900,000 – and this growth is forecast to continue. Unfortunately, employers who specialise in these jobs don’t tend to recruit young people. When they do, they focus on graduates. We need to create more non-graduate routes into this kind of high skill work. Apprenticeships are a huge part of the solution here. Last week was National Apprenticeship Week; hopefully it served to emphasise the benefits apprentices can bring to business. 

At Crossrail, our passion for investing in young people is genuine and runs throughout whole business. Our pre-apprenticeship training, apprenticeship programmes and work placement schemes are creating a new generation of talent not only for Crossrail but for the wider UK construction industry. At TUCA (the Tunnelling and Underground Construction Academy) in Ilford, we have created a centre of excellence in tunnelling skills that will ensure that UK employees are in demand for major infrastructure programmes all over the world. What I have seen of our young apprentices leaves me with no doubt as to how vital they are to the business. They are enthusiastic, loyal and quick to learn. And, being from a technically minded generation, they are better than most at working with the computers and controls needed in tunnelling and construction.

There are so many challenges for young people trying to get into work today. I believe it’s time for the government, employers, schools and colleges to come together and tackle the youth employment challenge head on. If not, the economy risks losing out on the talent and skills of nearly a million young people. If that’s not bad enough, the consequences for young people themselves will be far more serious and long lasting.

The Crossrail shaft at Farringdon. Crossrail has trained a generation of tunnelling experts. Photograph: Getty Images

Valerie Todd is the talent and resources director for Crossrail.

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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.