Conservatism will wither without modernisation

The Conservative Party must delve deeper into Conservative philosophy to provide compelling and meaningful policies for contemporary society.

Give them real Conservatism. Raw right-wing meat. Lower taxes on our wealth creators, cut the NHS, bemoan Europe. Throw in the tweed, while you’re at it. At the moment, you see, they just don’t think we’re right-wing enough.

This argument is repeatedly rehearsed by Tory malcontents, who think we’re letting UKIP fill a vacuum on the right of British politics as modernisation gets us lost in mushy centrist liberalism. Post-Eastleigh, the complaining loudens. Hugo Rifkind exposes the absurdity of this "lurch to the right" fetishism rather neatly: “What planet are you on, when you think Cameron’s big problem is that he isn’t enough of a traditional Conservative? Are you drunk? For most of the country, it’s a constant surprise not to see him with a shotgun under his arm”.

Quite. The rise of UKIP hides something of more significance: yes, those gay-loving, immigrant-embracing, wishy-washy Lib Dems won the by-election. Conservatives are seen as more right-wing than the politics of a typical voter; to be a party that wins an overall majority, surely it must transcend these simplistic political labels? Appeal to a broader range of people on the basis of values which are more universal: competency and compassion, first and foremost.

Philosophers have joined politicos in condemning the Tory modernising strategy. In this month’s edition of Prospect Magazine, the eminent Professor Roger Scruton reviews Bright Blue’s latest book, Tory modernisation 2.0: the future of the Conservative Party. He lambasts modernisers for abandoning conviction to solve the Tories image problem. This strikes me as odd. The primary purpose of a political party, after all, is to win an election: becoming more popular among voters is inescapable.

But this is not the book's only objective despite Scruton’s belittling in absence of detailed scrutiny. More fundamentally, modernisers in this book are inviting deeper discussion about Conservative values that should guide our thinking and policymaking today. Scruton, though, professes we lack understanding of true Conservatism. The reality, of course, is that British Conservatism derives from several philosophies. In his essay, Scruton narrowly emphasises preservation. Here, he allies with those who seek refuge from the contemporary in UKIP, grumbling about same-sex marriage, immigration and house-building in villages. The past reveals the good life: the nuclear family surrounded by green and pleasant land. Tolkein’s Shire, really.

But the world around them has changed. Still, they try and impose the past on a quite different present: ironically then, they pursue social engineering, rightly resisted by Conservatives who are nervous of demands, from the state in particular, that people change the way they live here and now. Such romantics, nostalgic or progressive, ought to be judged sceptically by wise Conservatives.

We need not be mere reactionaries. No, Conservatism is much richer than this. Professor Jonathan Haidt, a moral psychologist, offers a more compelling way. Drawing on an impressive range of studies into the development of human morality, he finds six moral sentiments that Conservatives share: care for others; a belief in proportionality, where reward is linked to effort; desire for liberty against oppression; loyalty for members of a group you associate with; respect for authority; and a belief in sanctity and purity. These sentiments can unite British Conservatives from differing philosophical backgrounds, albeit when some stressed more than others.

The authors of Tory modernisation 2.0 attempt to apply these values to a world where social composition and norms have changed, to ensure Conservatism remains relevant and inspiring. For example, credible solutions are offered to help parents with the cost of childcare. This is because two-earners families are increasingly and necessarily the norm. Instead of yearning for the male breadwinner family model, the book offers fresh thinking on how to tackle the poor affordability of childcare for parents who choose to work: because, for the sake of proportionality, it is right those who are doing the right thing to improve their financial circumstances are supported.

Proposals to catalyse house-building may offend reactionaries fearful of modest housing developments in their villages, but this is again about proportionality: ensuring home ownership is affordable to those who have worked and saved, palpably not the case for many at the moment, rather than simply those who have inherited wealth from their parents.

The book talks of the need to tackle rising loneliness in our society, caused predominantly by an ageing population, the cultural glorification of autonomy, and a degree of pornification of sexual relations. Legalising same-sex marriage is a fightback against this, albeit small, for the sake of loyalty and sanctity that emerge from loving relationships.

Elsewhere, the book describes a new approach to international development, asserting that the UK should look beyond its borders, to support the world’s poor, stemming from a belief in care for others and freedom from oppression. There is an action plan to support renewable energy for the sake of sustainable growth and preservation of our environment against climate change; again, this is about care for others, our future generations, and an instinct for sanctity. There is even a desire for preservation, so Scruton need not fear: ideas are proposed to maintain our world-class universities, for example.

The Conservative Party cannot be simplistically nostalgic and unbending, persistently stomping on the brake pedal. It needs to delve deeper into Conservative philosophy to provide compelling and meaningful policies for contemporary society: this is the paramount purpose of modernisation. If not, and Scruton’s UKIPness prevails, Conservatism will wither.

Ryan Shorthouse is the Director of Bright Blue

Jonathan Haidt speaking on the "moral roots of liberals and conservatives".

Ryan Shorthouse is the Director of Bright Blue, a think tank for liberal conservativism 

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.