Why the Tories' dream of a majority could finally end today

The likely defeat of the boundary changes by Labour and the Lib Dems means the Tories will need a lead of seven points to win a majority in 2015.

Update: MPs have voted in favour of delaying the boundary changes to 2018 by 334 to 292. 

Labour, the Lib Dems, the nationalist parties and at least four Conservatives (David Davis, Philip Davies, Richard Shepherd and John Baron) voted in favour of the rebel amendment. 

 

Barring any last-minute upset, the Conservatives' proposed boundary changes will finally receive their last rites in the Commons this afternoon. MPs will vote on a Labour amendment to delay the reforms until 2018 and, without the support of the Lib Dems, who will fulfil their pledge to oppose the changes in revenge for the abandonment of House of Lords reform, there is no hope of the Tories preventing defeat. 

In addition to Labour and the Lib Dems, at least two Conservative MPs - Glyn Davies and Philip Davies - are likely to rebel, with David Davis also considering voting against the changes (an assortment of rebels that suggests the whips should also keep a close eye on David Davies). Thus, even if the Tories succeed in winning the support of the eight DUP MPs (the SNP is expected to abstain), they will be well short of the numbers needed to save the reforms. As David Cameron's official spokesman delicately put it yesterday, "clearly, from the Prime Minister's perspective, the arithmetic looks pretty difficult". 

The defeat of the changes means it will be all but impossible for the Conservatives to win a majority in 2015. Under the existing boundaries, and assuming a Lib Dem vote of around 15 per cent, the Tories require a lead of seven points to win an overall majority, compared to a lead of four points under the new boundaries. Labour, by contrast, needs a lead of just one point to win a majority under the current system, compared to a lead of three points under the new boundaries. 

The party's advantage is partly due to differential constituency sizes, a factor that the boundary changes, which would have fixed constituency sizes at plus or minus five per cent of 76,000 voters, were designed to mitigate. Since Labour tends to perform best in smaller, urban seats, while the Tories perform best in larger, rural seats, it takes an average of 33,470 votes to elect a Labour MP, compared to an average of 35,030 to elect a Conservative one (and 119,944 to elect a Lib Dem, which is why they bang on about electoral reform). 

But even with the boundary changes, Miliband's party would still have enjoyed a significant advantage over its opponents. This is because the the electoral bias towards Labour owes more to differential turnout (fewer people tend to vote in Labour constituencies) and regional factors (the Tory vote is poorly distributed) than it does to unequal constituencies. As a report by the University of Plymouth concluded: "The geography of each party's support base is much more important, so changes in the redistribution procedure are unlikely to have a substantial impact and remove the significant disadvantage currently suffered by the Conservative Party."

By 2015, as the Tories struggle to even remain the single largest party (something that will require a lead of four points), the more reflective Conservative MPs might ask themselves whether it was worth sacrificing the boundary changes for the sake of preventing an elected House of Lords. When I interviewed former Conservative education secretary Kenneth Baker earlier this month, he told me that he regarded Cameron's failure to secure the boundary changes as his "biggest mistake". ConservativeHome editor Tim Montgomerie has described the defeat of the reforms as the Tories' "worst single electoral setback since Black Wednesday". 

Note the date - 29 January 2013 - it may well be remembered as the day that the Tories' hopes of outright victory in 2015 finally ended. 

Conservative and Liberal Democrat ministers will vote against each other for the first time since the coalition was formed when parliament votes on the boundary changes later today. Photograph: Getty Images.

George Eaton is political 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.