Ed Miliband speaks with David Cameron before listening to Angela Merkel addressing both Houses of Parliament on February 27, 2014. Photograph: Getty Images.
Show Hide image

Why the odds still favour Labour with a year to go

In Westminster, it is seats that count. And Miliband's party is still best-placed to win the most. 

Talk to Labour and Tory MPs and it is easy to forget that somebody has to win the general election a year today. Members on both sides are resolutely pessimistic about their side's chances. All they agree on is that, in the words of one Labour source, "it's going to be bloody close". 

After the recent narrowing of the polls, with Labour's average lead down to four points, senior Conservatives are increasingly confident of at least remaining the single largest party next May. But this hope collides with the reality that, though ever-smaller, the opposition's stubborn advantage remains. Not since March 2012, in advance of the omnishambles Budget, have the Conservatives led in an opinion poll. 

Were Labour to win by a single point next year (the party's lead in two surveys today), Ed Miliband would almost certainly become prime minister. In 2005, with a vote share of just 35 per cent and a lead of just three points, his party achieved a majority of 66 seats. Five years later, the Tories fell short with a lead of seven. This apparent bias has less to do with the unreformed constituency boundaries than it does with the fact that Labour's vote is far better distributed than the Tories' and that it benefits disproportionately from tactical voting. 

Uniform swing calculations can, of course, be an unreliable guide to election outcomes, failing to take into account factors such as the incumbency bonus and above-average swings in marginal seats. Had there been a uniform swing in 2010, the Conservatives would have won 14 fewer seats, Labour eight more and the Lib Dems five more. But even if, as seems likely, the Tories perform disproportionately well in their existing seats, Miliband has a good chance of retaining the lead he needs to win. Crucially for Labour, polling by Lord Ashcroft suggests that it is winning an above-average swing in its target constituencies. One possibility increasingly discussed in Westminster is that the Tories win the most votes, while Labour wins the most seats (an outcome last seen in February 1974). 

The Tories' fortunes are likely to improve as the economic recovery accelerates and as Labour comes under ever-greater scrutiny. But as long as Miliband retains parity with the Conservatives, he has reason to hope. One of the key points in Labour's favour is the unusually low level of switching between the two main parties (just 5 per cent of 2010 Tory voters currently back Labour), with most of the increase in its vote share due to Lib Dem defectors. Unlike in the past, this means that falling support for Labour doesn't automatically translate into rising support for the Tories. In large parts of the country, the Conservatives simply remain too toxic for voters to lend them the support they need to defeat the opposition (no matter how strong the economic recovery). As recent polling by Ipsos MORI showed, 40 per cent would never consider voting for them, compared to 33 per cent for Labour. Miliband is fishing in a larger pool than Cameron. 

The Lib Dem collapse, the Ukip surge, the death of the coalition's boundary changes and Labour's superior ground game are all reasons for Miliband's continuing confidence. Against this is the fact that no party has ever won while trailing on both economic management and on leadership. Cameron leads by 15 points as the "best prime minister" and the Tories lead by 14 points on the economy (the highest level so far this parliament). But in this era of stagnant living standards and four-party politics, Labour could yet defy history. The only iron rule of the next election is that there aren't any. 

George Eaton is political editor of the New Statesman.

Getty.
Show Hide image

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.