Eton's headmaster on abolishing private schools, Gove's reforms and free schools

Web-only extracts from Jason Cowley's interview with Eton headmaster Tony Little.

In this week's issue, NS editor Jason Cowley interviews Eton headmaster Tony Little and, with an eye to the growing clique of Old Etonians around David Cameron, asks "how the old ruling class became the new ruling class". You'll have to pick up the magazine to read the full piece (go on, subscribe), but here are some extracts, which didn't make the print version, which I thought might be of interest to Staggers readers. 

On abolishing private schools (or at least their charitable status)

I’m sure there are people who would wish to do exactly that [abolish private schools' charitable status]. I have no doubt. Outright abolition would be incredibly difficult, not least in terms of international law, freedom of choice is enshrined in the UN.

The charitable status issue is an interesting one. When this became lively a few years ago, and the charity commission started looking at it more closely, one of the interesting things was that schools like this, that haven’t sought to trumpet what they do...were suddenly being ‘outed’ about their charitable activity. However you want to cut it, this wasn’t something dreamt up in the past couple of years. We spend about £5m a year on bursaries. For over a quarter of a century we’ve run a summer school for state school students in preparation for university, about half of whom have ended up at Oxford and Cambridge. It’s not something we’ve thought to headline anywhere, it’s just something we’ve done. 

On whether public schools feel threatened by academies and free schools

I don’t feel threatened at all, we deliver a very distinct education and it is attractive to people around the world as well as in this country. We are in a different situation than an academically-focused day school. There is a huge difference between London and the rest of the country. I can see that if you are trying to run a high-quality academic day school and a free school opened down the road it could be challenging, but one of the great things about the independent sector is its resilience over the years. I have been a head for 25 years and we have had more than one downturn and this one is particularly savage. In the 1990s we had problems as well, with the high interest rates and the major recession. At the time I was the head of an independent school in Essex and there were quite a lot of parents at that time who were paying school fees out of own income or from their business, that was a very tough time. You have these waves of difficulties, but the independent sector as a whole has learned to adapt and move on. I am generally positive about the situation as long as the sector remains sensitive and responds to what is going on.

On the good and the bad in Gove's reforms

The good bit is rattling the cage, and rattling it mightily. We now have these pinpricks of light, of some outstanding practice. If I have to identify two positive changes in the travel of direction, the first is the Teach First scheme. We now have a quality of young people thinking of going into teaching, the like of which we haven’t had. It is the single best initiative that has happened in my professional lifetime.

...

The second thing is a by-product, which may not have been an intent, but it is palpable. It is the level of pragmatic conversation going on across the sector and between different people. When I started as a head 20 years ago, there was no conversation at all at local state schools, the drawbridge was up. Now, for example, I have a phone call from a chap I have never met before who is head of a converted academy in Hull and he’s seen something I’ve written about GCSEs, he’s got some ideas about GCSEs and ‘chat, chat, chat,’ would he like to come down to Eton? ‘Yes’. So we spent an afternoon talking about GCSE reform. That would have been inconceivable ten years ago. Certainly 20 years ago. 

...

The fact that I see no joined up plan [the downside of Gove's reforms]. Nationally – I’m talking about. That’s the worry to me...Huge amount of reform. Maybe too much. I think most of the people I work with can’t see the big picture we are aiming for. People can see merit in the individual things that are going on, but we don’t yet see the whole picture.

The boys of Eton College stand as headmaster Tony Little leaves morning assembly. Photograph: Getty Images.

George Eaton is political editor of the New Statesman.

Getty.
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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.