A general view over Tower Bridge and the River Thames from the reception of the Shangri-La Hotel at the Shard in London. Photograph: Getty Images.
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Of course there is a north-south divide – and of course it matters

The claim that the only divide that matters is between the rich and the poor ignores the unequal distribution of political power. 

Writing in the Guardian on Monday, Owen Jones attacked the idea that English politics is split along north-south lines as a "myth" and a "distraction". Given rates of poverty and inequality in the south of England are as high as they are in the north (higher, in some cases), "how much really divides the call centre worker in Hull [from] the supermarket shelf-stacker in Chelmsford?", Jones asked.

It’s a legitimate point, and one familiar to anyone involved in the debate over Scottish independence. One of the clichés of Scottish unionism - particularly Scottish Labour unionism - is that a worker on minimum wage in Dundee has more in common with another minimum wage worker in Manchester than he or she does with a top-rate tax-payer in Edinburgh.

The premise of this argument - that working people across Britain share a basic set of interests - is sound. But the conclusion Jones and others tend to reach for - that "soft" constitutional issues are irrelevant when set against "hard" political and economic ones - isn’t. There seems to me to be a fairly obvious relationship between the structure of the British state (sclerotic and heavily centralised) and the structure of the British economy (sclerotic and heavily centralised).

To begin with, a wealth of evidence confirms that London and the south east benefit disproportionately from the spending decisions of the UK government.

Last year, analysis by IPPR North showed that the coalition’s planned 2015/16 departmental cuts would reduce public expenditure by £57 per person in the north east of England compared to £43 per person in London and £39 per person in the south east. (It stands to reason that areas with high levels of public sector employment will suffer more from austerity than areas with lower levels of public sector employment.) IPPR North has also warned that UK transport expenditure is dangerously skewed in London’s favour. In 2011, it found that upward of 80 per cent of all planned transport spending was earmarked for projects in the capital and its surrounding areas. In addition, London gets an excessively large slice of UK arts and culture funding - 15 times more than other English regions, according to one recent estimate.

Westminster’s obsession with London reflects the broader trajectory of UK economic policy over the last 35 years. Since the 1980s, efforts by successive UK governments to control inflation and protect the value of the pound have squeezed British manufacturing, the bulk of which is (or was) located in northern England and Scotland, at the same time as boosting London-based financial services. In 1998, Eddie George, Mervyn King’s predecessor as Governor of the Bank of England, basically admitted as much when he said job losses in the north were a "price worth paying" for curbing inflation in the south.

The consequences of this financialised, London-led growth strategy are plain to see: with just 13 per cent of the UK’s population, London now accounts for almost a quarter (22.4 per cent) of the UK’s total economic output  - more than the north west (9.4 per cent), Yorkshire and Humber (6.7 per cent) and the north east (3 per cent) combined. Despite the financial crisis, there is no sign of this trend changing anytime soon. As the Guardian’s economics editor, Larry Elliot, has written: "In the three years from 2010 to 2012 - a period marked by weak growth and austerity - London accounted for 10 times as many private sector jobs as any other [British] city."

Jones acknowledges that the UK economy is imbalanced but then fails to connect the dots. Like Scotland, Wales and Northern Ireland (more so, in fact), the English regions are powerless to pursue any economic strategy that deviates from the turbo-charged, free-market model championed by Westminster. But by devolving power away from London, other parts of the UK could begin to tackle the disparities created by the uneven distribution of British growth.

More to the point, the disproportionate attention the south receives from British policy-makers is one of the driving forces behind the UK’s present constitutional crisis. I doubt there would be the same appetite for independence among low-income Scots if the UK economy still looked capable of providing decent, secure, properly paid jobs for Scottish workers.

Jones is, of course, right to say the real dividing line in British politics is between "those who have wealth and power, and those who do not". I think everyone’s pretty much agreed on that. But it’s hardly a coincidence that so much of Britain’s wealth and power is concentrated in one place. 

James Maxwell is a Scottish political journalist. He is based between Scotland and London.

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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.