Why doesn’t Labour face a UKIP of the left?

The loyalty of the trade unions to Labour, the rebirth of street politics and, in Scotland and Wales, Plaid Cymru and the SNP help explain why the party faces no effective challenge from the left.

Notwithstanding the defection of UKIP MEP Martina Andreason last Saturday, the Tories look set to lose the Eastleigh by-election on Thursday thanks to a surge by Nigel Farage's party.

Now routinely hitting 8-12 per cent in national polls, UKIP’s rise might not be enough to break our three-party system, but it may see them improve on their position in next year’s European elections and perhaps deprive the Tories of an overall majority in 2015 by splitting the centre-right vote as the Cameroon Tory party tacks to the centre; leaving UKIP space to pick up alienated social conservatives with a penchant for small-state solutions and a disavowal of all things European.

But why does this not work on the other side of the political aisle? Why is there no effective leftist challenge eating away at Labour’s core support? On the face of it, it seems anomalous. As Labour moved to the right under Tony Blair from 1994 onwards, enormous amounts of political space opened up on the left.

Arthur Scargill’s Socialist Labour Party, born of the decision to scrap the Clause IV commitment to large-scale nationalisation, was the first to try and fill it back in 1995. Both the Socialist Alliance and George Galloway’s Respect party have also unsuccessfully attempted to occupy Labour’s left flank. Granted, Galloway has now poked Labour in the eye on two memorable occasions; beating pro-Iraq war Blairite Oona King in Bethnal Green and Bow in 2005 and then, last March, winning the Bradford West by-election. But these were aberrations and no wider breakthrough has followed.

There’s a reason for that. Well, actually there are three. The first is organisational. Setting up a political party requires cash – rather a lot of it. Without hefty benefactors, this is an insurmountable problem for left-wing pretenders. The trade unions offer Labour both finance and organisation. Those who see the relationship as solely monetary miss the point. Labour’s affiliated unions supplement the party’s activist base with a reserve army of committed, well-organised and politically-motivated supporters. Without the trade unions, no left-wing alternative to Labour stands a chance.

The second reason is that idealists have simply taken to the streets. From the Stop The War movement through to UK Uncut, new grassroots movements, relying on social media, rather than union funding, are reinventing the left as oppositional mass protest. The compromises of constitutional politics, as Ed Miliband’s Marxist theorist father, Ralph, noted in his book, Parliamentary Socialism, means that many left-wing idealists, who would in previous years have caused problems for Labour’s moderate leadership, are now happy to bypass party politics altogether.

The third reason Labour faces no effective challenge from the left is down to existing choice, at least for voters on the Celtic fringe. Although Labour would never admit it, both Plaid Cymru and the SNP are essentially social democratic parties, offering a viable, centre-left, anti-Tory alternative to wavering Labour voters. The choice for English voters though is essentially one of stick or twist; with twist in this instance being the option of not voting at all.

As UKIP threatens to reshape British politics by taking up permanent residence on the Tories’ right flank, David Cameron can perhaps be forgiven for wishing disgruntled Tories simply stayed at home too.  

Protesters occupy the Fortnum and Mason department store in London on March 26, 2011, during a mass demonstration against government spending cuts. Photograph: Getty Images.

Kevin Meagher is associate editor of Labour Uncut and a former special adviser at the Northern Ireland office. 

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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.