Woolwich deserves better than the attention of murderers and EDL racists

An eyewitness account from last night's disturbances in south east London.

It’s just before 9pm on Wednesday evening, and the handful of customers in Woolwich Wetherspoons are distracted by the giant TV screen playing looped footage of a crime scene about half a mile up the road. It’s the main topic of conversation, and even the barman is arguing with the waitress, like people everywhere have been arguing: who did it, why, what it means. A few minutes later, a dozen men – youngish, in windbreaker jackets – enter the pub, looking jumpy. Several are talking into their mobiles. As his companions approach the bar, one steps back outside and unfurls a St George’s flag with “EDL – Bexley Divison” written on it.

As details of the brutal murder of an off-duty soldier near to the barracks in Woolwich filtered through yesterday afternoon, the leaders of the EDL set about trying to exploit it. Their street movement has all but collapsed, under the weight of public revulsion at its bigotry and violence, and the determined efforts of anti-fascist campaigners. Their only hope now is to provoke some kind of serious disorder: earlier this month, on the day of the Oxford grooming trial verdict, EDL leader Stephen Lennon and his sidekick Kevin Carroll spread unfounded rumours on Twitter of a child rape by “Muslims” in Luton.

Yesterday, the Woolwich killing – a personal tragedy for the victim’s friends and family, a shock for the local community, but with a political context guaranteed to make it front-page news – appeared to give them another opportunity. Jihadist terror and the rise of anti-Islam sentiment is widely discussed – but since 2008, with far less comment, the military has become an increasingly sensitive element of British culture. Uniformed soldiers play a ceremonial role in major sporting events; politicians use the issue of soldiers returned from Iraq or Afghanistan for rhetorical effect – as the communities secretary Eric Pickles did at last year’s Tory conference, when he accused “foreign immigrants” of being unfairly given housing ahead of “those who fought for Queen and country”. Is this a natural effect of more than a decade of war, or does it speak to a deeper unease? It was, after all, an incident at a homecoming parade by the Royal Anglian Regiment in 2009 – an insulting protest by a small group of self-styled Islamists – that sparked the creation of the English Defence League in the first place.

At the pub, more men arrive. The first group head off, while one of the new arrivals says “let’s get a round of sambucas in”. Leaving, I cross the central square – newly refurbished and overlooked by a giant, curvy new block of aspirational apartments – to find out where the first group is headed. If the “Bexley Division” flag is anything to go by, these EDL activists have come over from the neighbouring borough: whiter in ethnic make-up than Woolwich, and where in a little-reported subplot to the 2011 riots, a gang of EDL activists gathered to “defend” their neighbourhood from rioters.

There is an echo of that incident as, suddenly, a group of men come charging towards the lower end of the square, throwing bottles and chanting “E-E-EDL”. A train station borders that side of the square, and a mainly black crowd of onlookers scatter. I catch a look somewhere between disbelief and panic on the face of one man as he passes me. The EDL – along with their more respectable cousins in the political mainstream – claim that their islamophobia has nothing to do with race. Yet it’s striking how quickly one can slip into the other, as indicated by the careless description of the murder suspects as being “of Muslim appearance” that found its way into the main BBC News reports yesterday. Video footage later revealed them to be two fairly average-looking men of African or Caribbean origin, dressed in everyday clothes.

But the chaos is fleeting. The police, who had lined up on the other side of the square, catch up and block the road; the EDL crowd isn’t as big as it first seemed, numbering around 60. Confronted, its members run off down a street alongside the railway tracks, towards the Queen's Arms, a pub with a huge St George’s Cross flying from the flag pole in its front yard. As the EDL crowd regroups, their numbers swelled to a hundred or so, some have slipped into balaclavas. I see one of these men stuff what looks like a weapon into the waistband of his shorts. Their plan is to head towards the local mosque, which lies on the other side of the estate behind the pub, but their way is blocked by a line of police. Instead, they head back to the square, where they’ll play cat-and-mouse with riot officers until they get bored, or until the TV news crews pack up and go home.

My lasting image of the night is not of the EDL, but of the crowd that gathered to watch them, outside the the Queen’s Arms. These were local people – men and women on their way home from work, teenagers out for the evening – in a neighbourhood that only gets serious media attention when it plays host to a murder, or a riot. The mood was uneasy, but convivial all the same. When a dog starts sniffing a little too enthusiastically at someone’s leg, its owner jokes “don’t worry it’s not a police dog!” There’s a ripple of laughter when a newspaper reporter gets out his iPad to take a photo of the scene. A car drives past and its occupant swears in the direction of the police. The car is flying a stick-on Union Jack from its roof. Behind me, a man gestures towards the EDL, and says to his girlfriend, “I get where the anger’s coming from, but this is not the way.”

Daniel Trilling is assistant editor of the New Statesman and the author of "Bloody Nasty People: the Rise of Britain's Far Right" (Verso Books). Follow him on Twitter @trillingual

Members of the EDL in balaclavas as they gather outside a pub in Woolwich in London. Photograph: Getty Images

Daniel Trilling is the Editor of New Humanist magazine. He was formerly an Assistant Editor at the New Statesman.

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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.