IDS is in trouble over his strivers’ tax – and he knows it

Unable to justify the government's decision to cut support for families, the Work and Pensions Secretary has resorted to myths.

You can tell ministers are in trouble when they start peddling distortions on the scale we've seen from Iain Duncan Smith this week. IDS is in trouble. And he knows it.

Next week, the beleaguered Work and Pensions Secretary comes to the Commons to defend the indefensible. The comprehensive failure of George Osborne's budgets has forced the independent Office for Budget Responsibility (OBR) to revise up its forecasts for the claimant count by a third of a million. That's pushed up welfare spending by an eye-watering £13bn. To pay that bill, IDS has been asked to push through a strivers' tax - more than 60 per cent of which will come from working families -  on top of the £14bn already removed from tax credits, while Britain's richest citizens get a £3bn a year tax break.

It’s unjustifiable. And IDS knows it. So this week, we've had a very muddled attempt to make up some kind of case.

First, we had a made-up story that tax credit fraud had jumped by 58 per cent. This claim lasted about as long as it took Channel 4's FactCheck to gently point out, that IDS couldn't actually add up and the sums were wrong. Then we had a new line of attack. Benefits are rising faster than earnings. Except they're not. In the last ten years wages have risen faster than Jobseeker's Allowance, and the OBR tells us wages will power ahead of inflation in the next four years.

Then Nick Clegg tried to claim Labour was being inconsistent to low paid public service workers. We back a 1 per cent pay freeze, so why not a 1 per cent benefits cap? Because we've always said that 1 per cent should be an average with a tougher squeeze for the best paid public servants to fund higher pay rises for the lowest paid.

It's all fairly desperate stuff from a government that's trying at all costs to avoid admitting that the lion's share of the savings will come from working families' tax credits. So the real question in next week's debate is this: how can the government justify cutting working families' tax credits to pay for their failure to get Britain back to work - when millionaires are being given a tax cut? Right now working people are being hit with a double whammy. Wages are stagnant and tax credits are being slashed whilst at the same time the cost of living goes through the roof as anyone who boarded a train today will tell you.

The basic truth that IDS won't confront is simple. The best way to get welfare spending down is to get Britain back to work. But his much vaunted welfare revolution is in tatters. The Work Programme is literally worse than doing nothing. Universal Credit is beset with IT problems and has already been raided to pay for rising dole bills. Now the benefit cap is being pushed to the back end of the year because it’s a mess. Next week's Welfare Uprating Bill does nothing to address any of this. It does nothing to create a single new job.

More than half of the people currently out of work have been so for more than six months but the government isn’t lifting a finger to help. The Youth Contract is nowhere to be seen and the all too predictable result is youth unemployment still hovering around a million. That's why this government should be looking at far more concerted action to get Britain back to work with ideas like Labour's proposed tax on bankers' bonuses to create a fund big enough to get over 100,000 young people back into jobs.

There will plenty more smoke and mirrors from the government over the coming months but they can't disguise the reality of this Bill. It is a strivers’ tax which hammers hardworking families. The vast majority of the households hit are in work. Those are the people this government wants to cover the cost of their failure whilst 8,000 millionaires receive a tax cut worth an average of £107,500. If this government wants a battle over fairness whilst they are taking from hardworking families to fund a tax cut for the wealthiest, Labour is ready to take it on.

Work and Pensions Secretary Iain Duncan Smith outside Number 10 Downing Street. Photograph: Getty Images.

Liam Byrne is Labour MP for Birmingham Hodge Hill, and sits on the International Trade select committee. He is the cofounder of the UK-China Young Leaders Roundtable and author of Turning to Face the East: How Britain Prospers in the Asian Century.

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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.