Teach First shows how to overcome educational disadvantage

It is testament to the leadership of Teach First that it has been so successful in securing cross-party support, says shadow education secretary Stephen Twigg.

This week, the charity Teach First launched the Every Child Can campaign. Two in five children from deprived backgrounds do not reach the expected levels in maths and English by the time they leave school. Every Child Can is about changing this. It’s part of Teach First’s principal vision - to eradicate educational disadvantage so that every child can realise their potential, irrespective of their background.

In 2002 I was the minister for schools at the Department for Education and Skills, as it was then. One of my first decisions as minister was agreeing funding for an initiative called Teach First. When I was approached by Brett Wigdortz, the founder, I knew that his idea held a lot of promise. However, I can’t say I anticipated the success story that Teach First has proven to be. I doubt in his wildest dreams not even Brett imagined the charity would come this far.

The challenge facing Brett and his team was a monumental one. The formula was a simple one, a most noble one. Attract top performing graduates into teaching in the most challenging areas in the country to address the attainment gap - the difference in educational outcomes between children from richer and poorer backgrounds.

In government, Labour’s investment and reform programme in education began to narrow this gap. But of course, the challenge of closing the gap completely remains one of the greatest for the future long term prosperity of our country. It is a testament to the leadership of Teach First that it has been so successful in securing cross-party support. I welcome the fact that all three main political parties remain committed to the charity.

Last year, I spoke at Challenge 2012, a conference held by Teach First to celebrate its tenth anniversary. It was there that it launched the 2022 Impact Goals setting out the changes that it wants to see in education, working with others to achieve these over the next decade. These goals set out a commitment to closing the gap and creating a more equal society. It is a shame on all of our houses that only two in five children from the least well-off backgrounds- those who are eligible for free school meals- achieve the expected level of educational attainment of 5 GCSEs at A*- C (including Maths and English) at 16. Because while qualifications do not control our destiny, educational attainment shapes our prospects and outlooks.

The goals commit Teach First –working in partnership – to playing its part in closing the gap at 11 in reading and writing and at 16 for GCSE results; to increase educational participation rates beyond the compulsory age; to widen access to the most selective universities; and to ensure that all students develop the key strengths that will enable them to become the masters of their own destiny. We should all sign up to achieving these goals. I have given my commitment.

That is why I agreed last week to join the Teach First team and spend an afternoon in Holly Lodge Girls College in Liverpool to deliver an English lesson to Year 9 pupils. The aim of the lesson was to get the Year 9 pupils to understand and to use the art of persuasion. It was a hugely uplifting experience, watching and seeing the pupils crafting and delivering their arguments on the debate about whether or not we should lengthen the school day. These are the skills that young people need as they leave school and college and seek employment and further study. It’s great that the Impact Goals reflect the importance of rigour in maths and English but also that they reflect the crucial focus on resilience and character development and that their teachers are trained to deliver this across the curriculum.

I visit many schools in my day job but to be the teacher for an hour was an incredible insight into the power and influence teachers can have over the aspirations of young people.

Overcoming educational disadvantage is a huge challenge. However, we know the cost of doing nothing. It’s bad for social mobility and ultimately bad for Britain’s economy. Last week shone the spotlight on this challenge as we all sign up for the long journey ahead.

Shadow education secretary Stephen Twigg speaks at the Labour conference in Manchester last year. Photograph: Getty Images.

Stephen Twigg is shadow minister for constitutional reform and MP for Liverpool West Derby

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.