The opportunities for Cameron and Clegg in Eastleigh are as great as the dangers

Clegg has a chance to prove the Lib Dems won't be wiped out in 2015 and Cameron a chance to show how the Tories could win a majority.

The resignation of Chris Huhne as an MP heralds perhaps the most politically interesting by-election of this parliament. His Eastleigh constituency, just outside Southampton, is that most intriguing thing: a coalition marginal. His majority in 2010 was 3,864 over the Conservatives, with Labour a distant third. While the Guardian's Jonathan Freedland yesterday, set out the "problem for all parties" this by-election poses, it also presents some great opportunities.

Ipsos MORI’s latest poll in January had support for the Liberal Democrats at the lowest level recorded since 1990, on just eight per cent, with UKIP on nine per cent, the highest rating we have ever recorded.  At the other end, Labour had a 13-point lead over the Conservatives. Of course, this is the national picture and locally things can be very different, but it does illustrate the low ebb from which the Liberal Democrats will begin the by-election campaign.

This will be the first time since the formation of the coalition that the two parties will seriously do battle against each other for a Westminster seat. It may well prove a dry run for the general election as we get to see just how the two governing parties will set out their stalls. 

The Lib Dems have held Eastleigh since 1994 when they took the seat from the Conservatives in, appropriately enough, a by-election. At the four general elections since then, the Liberal Democrat majority over the Conservatives has never been more than 4,000. It was high on the Conservatives’ list of target seats in 2010 and will be again in 2015.

The opportunity then presents itself for the Tories to show that they can win seats from the Lib Dems at the next general election. If David Cameron and his party are to win a majority, it is seats like Eastleigh that will need to turn blue. The spoils of victory would bring a much-needed morale boost to the party and help to settle recent rumours of challenges to Cameron's leadership. 

The opportunity for the Lib Dems is also great. Winning a closely fought by-election against the Conservatives would be a huge boon to a party apparently struggling so badly in the polls. It would provide a shot in the arm for members, activists and their leaders. Nick Clegg and his team would have proved that the Liberal Democrats have not been wiped out by forming a coalition with the Conservatives and that they can hold seats at the general election.

For Ed Miliband and Labour the temptation must be to sit back, save valuable resources and watch the Tories and the Lib Dems tie themselves in knots campaigning against each other.

Since the 1994 by-election, when Labour came second, they have been less and less competitive in Eastleigh. In 2010, they won just 9.6 per cent of the vote (compared to the Liberal Democrats’ 46.5 per cent). However, think what a good performance, however unlikely, could do for Labour. Even coming second, as they did in 1994, would surely have Conservative and Liberal Democrat strategists staring at the 2015 drawing board. Miliband, a leader who has not quite convinced his own party's voters yet (only 53 per cent of Labour supporters are satisfied with his leadership compared to 75 per cent of Conservatives for Cameron), would show Labour has gained ground in areas where it was previously uncompetitive. 

In that 1994 by-election a little known Nigel Farage won just 169 more votes than Screaming Lord Sutch. Farage, now leader of UKIP, is being described as the "wildcard" in the 2013 by-election and will undoubtedly have a bigger impact on the results this time around.

But the UKIP leader has yet to decide whether he will run. The perils are obvious, if he runs and loses heavily it would slam the brakes on the momentum he and his party have been building over the last few years. A successful campaign – which does not necessarily just mean victory – would, by contrast, put further wind in the UKIP sails ahead of the general election. Farage may decide the personal risk is too great but still fully back another UKIP candidate. The opportunity for UKIP is to demonstrate that they remain a growing force in British politics.

The prospect of a strong UKIP campaign adds another dimension to the race, and allows political watchers to see the effect it can have on the other parties. We know that 43 per cent of UKIP voters voted for the Conservatives in 2010. So, will UKIP be successful in persuading Conservatives to actually vote for them and in large enough numbers to impact on the result? It is also the first electoral test for the Tories since Cameron’s promise of an in/out EU referendum. How will that impact on UKIP’s support, and what they campaign on? A damp squib of an election for UKIP could well vindicate Cameron’s decision to make the pledge.

In 2010, UKIP won just 3.6 per cent of the vote, but by-elections are unusual and can produce surprise results. Would George Galloway have won in Bradford West last year had it been a general election? Probably not, and it does not necessarily point to further success for the Respect Party in 2015. All of which throws up the prospect of another "unusual" result in Eastleigh which tells us nothing about the next general election.

This by-election is different though. It may not tell us who will win the general election but it will help to shape the narrative for all the parties, either inflating or deflating their political balloons, however temporarily. It will also give us a glimpse into some of the more intriguing aspects of 2015: how will the coalition parties fight each other? What impact will UKIP have on the outcome? Fortune though, favours the brave. There is a great deal to be won in Eastleigh for those who want it.

N.B. It is worth noting that this by-election came about because Chris Huhne asked his wife to take his speeding points; in 2006, 12 per cent of UK drivers said they would ask a friend of relative to take speeding points for them if they were facing a ban. 

Tom Mludzinski is deputy head of politics at Ipsos MORI

For the first time since the coalition was formed, the governing parties will do battle in a Lib Dem-Tory marginal. Photograph: Getty Images.

Tom Mludzinski (@tom_ComRes) is head of political polling at ComRes

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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.