Signs of a left revival in Scotland

The independence debate is breathing new life into Scottish socialism.

For a while, the fallout from the Tommy Sheridan affair and the virtual collapse of the Scottish Socialist Party (SSP) threatened to put an end to the organised left in Scotland. Between 2003 and 2007, the SSP’s share of the vote at Holyrood fell from nearly seven per cent to less than one per cent, while a surge in support for the SNP, fuelled in part by Alex Salmond’s targeted appeals to social democracy, almost completely eclipsed other radical alternatives like the Greens.
 
Today, Scottish socialism seems to be in ruder health. Last weekend, as many as 900 left-wing activists gathered in central Glasgow for the Radical Independence Conference (RIC), an initiative aimed at providing the left with an opportunity to make its own distinctive case for Scottish self-government. Delegates included trade unionists, journalists, students and environmentalists, among others. Keynote speeches were delivered by Scottish CND’s Isobel Lindsay, Robin McAlpine of the Jimmy Reid Foundation and commentator Gerry Hassan. Contributions from Quebecois, Basque and Greek socialists helped locate the event in the broader context of the international anti-austerity movement.
 
Two other recent developments have added momentum to this nascent left revival. The first was the formation of a new Holyrood parliamentary group composed of veteran left-nationalist Margo Macdonald, Green MSPs Patrick Harvie and Alison Johnstone, and independents John Finnie and Jean Urquhart, who quit the SNP in October following the party’s decision to embrace NATO. The second was the refusal of the Scottish Trades Union Congress (STUC) to affiliate to the pro-Union Better Together campaign despite what must have been heavy pressure from the Labour Party.
 
The catalyst for the revival itself is the debate surrounding Scotland’s constitutional future. Whether Scotland has secured enhanced devolution or seceded from the United Kingdom altogether, RIC organisers view the 2016 Scottish elections as a moment of potential breakthrough. If an overwhelming majority of Scots vote No in the independence referendum, the SNP may fracture, leaving a block of non-aligned nationalists and social democrats which could form the basis of a united left front. If there’s a Yes vote, some elements of the Labour left, impatient with Scottish leader Johann Lamont’s chronic lack of ambition, may be tempted to join a new socialist/Green alliance. Either way, popular discontent in Scotland over public spending cuts is likely to find formal political expression sooner rather than later.

The challenge for RIC will be to keep its loosely assembled coalition, which includes members of Sheridan’s Solidarity organisation, the Socialist Workers Party and the SSP, together long enough to turn it into a sustainable electoral force. This could be difficult: in recent decades Scotland's radical left has proved every bit as fractious as its English and European counterparts. Jim Sillars' break-away Scottish Labour Party, formed in the mid-1970s, collapsed under the weight of Trotskyist factionalism. The socialist 79 Group was expelled from the SNP in the early 1980s because of its alleged links to Sinn Fein. Ten years later, the splintering of Militant Tendency in Scotland saw the birth of Scottish Militant Labour, a precursor group to the SSP.

But here RIC has a couple of significant advantages. Most of its organisers are under 30 and therefore largely free from the sectarianism of their predecessors. Delegates even reported a sense of transition at the conference – a ‘passing of the baton’ from one generation of Scottish leftists to the next. Crucially, in its support for independence, RIC has a clear, unifying purpose. These are encouraging signs. Considered alongside Holyrood’s new left-leaning working group and the apparent weakening of Scottish trade unionism’s commitment to the British state, you could be forgiven for thinking socialism might be set for some kind of comeback in Scottish politics.

Veteran left-nationalist Margo MacDonald is one of the leaders of a new Holyrood parliamentary group. Photograph: Getty Images.

James Maxwell is a Scottish political journalist. He is based between Scotland and London.

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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.