Ten reasons why police commissioner elections leave us cold

The elections offer little more than an expensive way of leaving us all more disillusioned.

Duggan. Tomlinson. Hillsborough. Leveson. Police charged with upholding the law have repeatedly broken it. Few would deny that our forces need to radically change to win back public trust. So why, when police corruption is such a hot topic, do police commissioner elections leave us so cold? Sadly, I can think of at least ten reasons.

Many of the problems stem from the constituencies being far too big (1). Individual commissioners will be expected to serve over a million people across spurious boundaries that people don’t emotionally identify with. Thames Valley for example crosses 21 parliamentary seats. It’s nuts to think that you can meaningfully reach all of these people and connect with their diverse concerns. 

Partly because the constituencies are so big, they’ve become dominated by party politics (2). Independent candidates like Gillian Radcliffe and Khan Juna have pulled out because they don’t have the resources to campaign across such huge areas or put up the £5,000 deposit to run. So elections that were supposed to bring in new blood are reinforcing the old guard. 

Once one party fields a candidate, others feel obliged to respond. Labour’s candidate for Hampshire, the well experienced Jacqui Rayment, was initially opposed to police commissioners, but is now fighting night and day to win because she and her excellent team believe people deserve a better choice than the Tory Michael Mates.

This problem is exacerbated by the fact that good independent candidates – largely those with experience - have been ruled out by overly strict eligibility criteria (3). Take the Falklands war hero Simon Weston. At 14-years-old he was fined for riding in a car he didn’t know was stolen, and that tiny glitch has barred him from running. Bob Ashford, well experienced in the youth justice system, was ruled out for a minor conviction when he was thirteen in 1966.

In the rare case where independent candidates can afford to stand, you have to question where they are getting the money and why (4). An excellent investigation by Andrew Gilligan in the Telegraph exposed how secret lobby funding from the US funded Mervyn Barrett, largely because he supported outsourcing police budgets to private companies. People were suspicious when Barrett had a chauffeured Mercedes and free campaign DVDS, but a legal loophole meant he didn’t need to declare his funding sources until after election. Apparently more candidates are being financed in this way, but we don’t know how many.

Then there’s the more conceptual problem (5). Police commissioners are supposed to be able to set strategic priorities for the 41 police areas, agree budgets and hire and fire chief constables. But as Jon Harvey points out, we don’t know how they will interact with chief constables who maintain operational control. Will commissioners be quiet watchdogs overseeing largely autonomous officers, or attack dogs that force huge decisions on them like privatisation?

In a year when police integrity has dominated the headlines, we should be using these elections to have a major debate about the culture of our forces. We need to talk about how officers win trust rather than cope with suspicion and hostility, particularly amongst young people. We need to talk about how we can prevent as well as punish. But apart from a small minority like Jane Basham in Suffolk, these elections are failing to address these issues (6). Most debates are being overshadowed by cuts.

Then there’s the issue of populism (7). Charities and campaigners have raised concerns that people will vote on the issues they are most likely to see or get passionate about, rather than the crimes that are most dangerous or damaging. Domestic violence, trafficking, murder and international criminal gangs are notoriously unseen and underground. Given the elections have failed to produce an engaged or informative debate, we could vote for priorities that make us feel better, but leave us objectively less safe.

And let’s not forget that we are spending a huge amount of money on this (8). Police commissioners are being paid up to £100,000 a year. That’s a lot more than MPs. Creating a new class of politicians at a time of austerity is not going to fly well with the electorate. Yet even these figures don’t guarantee they’ll have the resources they need. Will commissioners have an allowance for office staff for example, or will they serve as their own very expensive secretaries? It doesn’t feel thought through.

Like the NHS reforms, it’s obvious this project has not been designed with people of experience (9). Officers themselves do not seem in favour of the new position, and the former heard of Scotland Yard Sir Ian Blair recently called on people to boycott the elections. This government needs to learn that if reform is going to work, it must be owned by the people who work with the consequences day in day out. Without them it’s just an academic exercise.

All of these problems are fuelling the last and final problem: turnout (10). At the moment, the Electoral Reform Society predicts just 18.5 per cent. If that happens, the legitimacy of the positions will be brought into question. As Andrew Neil deftly pointed out this Sunday, Conservative ministers have argued that unions should have a threshold turnout to legitimately vote on a strike. Why should commissioners be any different?

I appreciate all of this can sound rather negative. It’s true that if the left wants to criticise, it should come up with a positive reform agenda of it’s own, because we all know the present system isn’t working. But not having an alternative doesn’t mean this reform is right. In their present state, police commissioners offer little more than an expensive way of leaving us all more disillusioned.

Former deputy prime minister John Prescott is standing as the Labour candidate for Humberside Police and Crime Commissioner.

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.