The Conservatives want to keep Labour hemmed into its past – and so do the unions

While the Labour leader takes time to ponder the future, his party is drifting into a style of politics that looks in urgent need of consignment to the past.

New Labour’s triumph over the Conservatives at the end of the 20th century was mostly cultural. That isn’t a belittlement. Culture trumps politics when it comes to social change. Politics intervenes; culture pervades.

During the long economic boom, Conservatives were culturally marginalised. To be a Tory was to be a curmudgeon at the carnival, fingers in ears, moaning about the racket. Since 2010, the Tories have turned that around, depicting Labour as revellers who didn’t notice when the music stopped. This is usually presented as an economic argument but that understates its potency. The need for austerity – harking back to postwar privations – is a cultural assertion.

The Tories never threw off their “nasty party” image but they have made a virtue of meanness. Having the will to inflict pain is now accepted as a test of readiness to govern. New Labour’s age of ebullience has been rewritten as a dark time of uncontrolled debt, immigration and welfare.

Yet Tory and Lib Dem strategists report that Labour’s brand is oddly resilient. Ed Miliband’s personal image is weak and much of the blame for economic misery clings to his party but enough voters retain a sense that the left’s heart is in the right place. George Osborne is encouraged by the public’s surrender to austerity but that isn’t a reliable advantage for the Tories if their motives are suspect. In an election defined by the need to ration public money, one question asked of each party will be: “Whose side are you on?” Many people will look at David Cameron and supply the answer: “His rich chums.”

The equivalent label that Cameron wants to pin on Miliband is “militant trade unions”. The Prime Minister overestimates public fear of organised labour. Strikes aren’t always popular but it takes some immersion in Conservative demonology from the 1970s to see the unions as enemies of society.

Still, senior Labour figures are less relaxed about the union connection than they were even a year ago. Cameron’s attacks on that front used to be dismissed as wild misfiring, a red-faced toff hectoring nurses, teachers and dinner ladies. That certainty has dissolved in anxiety about Unite, the largest union formally affiliated to Labour and the source of roughly a quarter of the party’s funding. Under the guidance of its general secretary, Len McCluskey, Unite is accused of requisitioning chunks of the party machine and inserting anointed candidates in line for winnable parliamentary seats.

This has been blown into the open by the bodged attempt to select a replacement for Eric Joyce, the Falkirk MP whose parliamentary career was derailed by a brawl in a House of Commons bar. Among other things, Unite is accused of buying up bogus Labour membership by the bucketful to swing the ballot. The selection process has been halted and the local party placed under “special measures”. The episode is now tangled in arcane disputes about party rules and salacious rumour.

There is nothing new about dodgy candidate selections, although historically at least some of the stitching up was done to suit the interests of the leader. These days, the machine is seen as an autonomous operation under the control of Tom Watson, the deputy chair of the Labour Party, its “campaign coordinator” and a friend of McCluskey.

Miliband’s allies accept that the Falkirk episode is, as one aide tells me, “obviously a car crash” but they also point out that the party has acted decisively to get a grip on the situation.

MPs are just as worried about the wider culture of hostile briefing and intimidation that is associated with the Watson operation, which is much the same apparatus that sustained Gordon Brown in his bunker. “It’s a way of doing politics that could end up profoundly damaging the Labour Party,” says one frontbencher.

Much of this goes unnoticed by voters but the Tories feast on it. They hope a message will get out that the Labour Party has its own nasty streak; that Miliband’s gentle, pious manner is a velvet glove on the old, clunking fist. The Conservatives need to keep Labour hemmed into its past. That task is easier if the leader looks subservient to union bosses who hate his recent conversion to spending restraint.

It was impatience to talk about the future, instead of rehearsing anti-austerity arguments devised for the economy as it was in 2010, that provoked Miliband into public acceptance last month that a government he led would be bound by much the same spending limits as those proposed by the coalition. The left has been disorientated by the move, but friends of the Labour leader say he is more confident of his position now than before the leap. While the Tories are having fun knocking the opposition for disarray and lack of commitment to the new line, Miliband is calm in the knowledge that his resolve is, as usual, underestimated.

His plan supposes the gradual unfurling of a banner on which will be inscribed an election-winning message of social and economic renaissance, delivered on a tight budget. Frugal idealism. On paper, that is the right strategic place for Miliband but his problems aren’t on paper and they aren’t all strategic. They are cultural. And culture, as the writer Peter Drucker once said, eats strategy for breakfast. While the Labour leader takes time to ponder the future, his party is drifting into a style of politics that looks in urgent need of consignment to the past.

Unite general secretary Len McCluskey. Photograph: Getty Images.

Rafael Behr is political columnist at the Guardian and former political editor of the New Statesman

This article first appeared in the 08 July 2013 issue of the New Statesman, The world takes sides

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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.