Gove is becoming a liability for the Tories

The Education Secretary's running battles with teachers and "the blob" do not endear him to voters.

For the third day running, the fallout from Michael Gove's decision to remove Labour peer and former Blair adviser Sally Morgan as the chair of Ofsted is leading the headlines. The Lib Dems are warning that they will veto any attempt by him to appoint Tory donor Theodore Agnew as her successor, Labour has written to Jeremy Heywood demanding an investigation, and former Ofsted chief inspector David Bell has warned Gove not to "believe his own hype" in a written rebuke

Few voters will trouble themselves with the details (how many know or care who leads Ofsted?) but the repeated criticisms of Gove from all sides will encourage the suspicion that the education system is being changed in undesirable ways - and that should trouble the Tories. While the Education Secretary is lauded by the commentariat and by Conservative activists, his approval rating among parents is less impressive. A YouGov poll last year found that 25 per cent of voters would be less likely to vote Tory if he became leader with just four per cent more likely.

And voters, contrary to Westminster perception, aren't keen on his policies either. Another YouGov poll, for the Times, showed that just 27 per cent support free schools with 47 per cent opposed. In addition, 66 cent share Labour and the Lib Dems' belief that the schools should only be able to employ qualified teachers and 56 per cent believe the national curriculum should be compulsory. For these reasons, among others, Labour has consistently led the Tories (see p. 8) on education since the end of 2010, with a five point advantage at present. 

Worse, just 12 per cent of teachers (at far from insignificant voting group) would vote Conservative, compared to 43 per cent for Labour and 6 per cent for the Lib Dems. Evidence of why was supplied elsewhere in the poll, which found that 79  per cent believe that the government's impact on the education system has been negative, and that 82 per cent of teachers and 87 per cent of school leaders are opposed to the coalition's expansion of academies and free schools. In addition, 74 per cent said that their morale had declined since the election and 70 per cent of head teachers did not feel trusted by ministers to get on with their jobs. Finally, 91 per cent of teachers opposed publicly-funded schools being run for profit (a policy Gove has said he would consider introducing under a Conservative majority government) and 93 per cent believed academies and free schools should only employ teachers with Qualified Teacher Status.

Those who believe that the Tories derive a political dividend from Gove's clashes with "the blob" (the name he and his ideological allies use for the educational establishment after the 1958 horror film) forget that voters are far more likely to trust teachers than they are politicians. A poll by Ipsos MORI last year found that 86 per cent of voters trust teachers compared to just 18 per cent for politicians (but 41 per cent for trade union officials). 

As David Bell writes in his piece today, "Don’t believe your own hype. Whitehall has a habit of isolating ministers. The day-to-day grind of policy battles, firefighting and political ding-dong can start to cut you off from outside ideas and thinking. The row over Ofsted's shows the importance of retaining, and being seen to retain, independent voices near the top – not simply 'yes men'. The danger is that while The Blob is a useful political tool in the short-term, it simply might not be as deep-rooted as the education secretary believes."

Gove has an important message to deliver today on breaking down "the Berlin Wall" between state and private schools (the subject of this week's NS cover story by David and George Kynaston). But his permanent kulturkampf with teachers means that, on this issue and much else, he is danger of no drowning his own words out. 

Education Secretary Michael Gove speaks at the Conservative conference in Manchester last year. Photograph: Getty Images.

George Eaton is political editor of 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.