Deposed: George Lansbury, the only Labour leader to have been forced to resign, pictured in 1937. Photo: Getty
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Muzzling Blair’s dogs, “Jihadi John” and cricket’s awkward squad

Peter Wilby’s First Thoughts column. 

It has become impossible to pick up a newspaper or log on to Twitter without learning of assorted Blairites denouncing Ed Miliband. Many complaints are about the admittedly ill-advised proposal for a mansion tax. But they form part of a wider narrative in which Labour peers and mostly anonymous MPs describe their leader as “laughable”, “abysmal” and “complacent” and sing the dreary refrain that he must get “closer to business”. One brave MP told the Times that Miliband needed to see a psychologist and would probably “go down in history as one of the worst leaders”. By some oversight, the paper failed to name him.

Less than eight months from a general election, what do these people think they are up to? Most voters are poorer than they were in 2010. The NHS is close to collapse. The senior party in the coalition is deeply divided. These three factors alone should take Labour to victory, whatever Miliband’s faults, and the chances of success won’t be enhanced by internal denigration and disunity. The chances of a change this late in the electoral cycle are close to zero. Labour will either win under Miliband or lose under him.

The Blairites clearly prefer the losing option. They are now the wreckers, not the hard left, which didn’t rock the boat as Tony Blair rose to power. In his farewell conference speech, Blair said: “Whatever you [Labour] do, I’m always with you . . . Wanting you to win.” If he meant it, he should call off the dogs and tell Miliband’s detractors to stay silent.

Don’t drop the pilot

Labour did once overthrow a leader – or, more precisely, cause him to resign – and only weeks before a general election. At the 1935 annual conference, George Lansbury, agonising over how to reconcile his Christian pacifism with opposition to fascism, was publicly told by his union adversary Ernest Bevin to stop “hawking your conscience around from body to body asking to be told what to do with it”. When the delegates supported sanctions against Italy, which Lansbury regarded as economic warfare, his position became untenable.

The results are not encouraging for those who now think it wise to change leader. Although Labour increased its number of seats, it lost the election. Admittedly, the caretaker leader during the campaign was Clem Attlee, who went on to win the subsequent leadership contest and stayed for 20 years. You could just about imagine Alan Johnson, with his natural diffidence, as an Attlee figure. But Johnson is 64; Attlee was a mere 52. A last-minute change to a palpable stopgap wouldn’t increase Labour’s vote.

Labour gets grand

“Grandees turn on Miliband” was the Times headline over one of many eager reports in the Murdoch press. “Grandee” goes back to 15th-century Spain, where it was used to distinguish the more senior noblemen from the merely rich. In Britain, it was used during the civil war for the Cromwellian army officers, drawn from the landed gentry, who opposed the Levellers. Now it is the kind of word you only ever see in newspapers – one can’t imagine Miliband telling Nick Robinson “I’m worried about the grandees” – and it seems an odd collective noun for those quoted in the Times report, who include Tessa Jowell, John Mann (MP for Bassetlaw) and Lance Price, a former Blair press aide. I had always thought that, on Planet Journalism, only the Tories had grandees. Perhaps the extension of the term to certain Labour “supporters” tells us something.

Jilt Jihadi John

The media were never likely to heed demands from prominent Muslims to stop using “Islamic State” for the terrorists who have just murdered a second British hostage, if only because the suggested alternative, Un-Islamic State, would have created the confusing acronym US. But the press could surely stop referring to the front-man in the murder videos as “Jihadi John”. The name supposedly originated with the hostages who, because of their jailers’ British accents, called them “the Beatles”. The source of this tale is obscure and, as
“Jihadi John” seems to speak with a London accent, it sounds inherently improbable.

“Jihadi John” sounds glamorous, romantic and swashbuckling, particularly, I should think, to the ears of some adolescent Muslims. What about “Subnormal Steve” or “Dopey Donald” instead?

No team in I

Kevin Pietersen is clearly a somewhat abrasive and perhaps mixed-up individual, which I would attribute to childhood canings from his father. But whatever their opinions on his newly published autobiography – which describes the former England cricket coach Andy Flower as “contagiously sour, infectiously dour” and several former team-mates as bullies – millions of people are talking about it. Cricket’s special appeal is that, over long periods of play, it highlights in narrative form the personalities of individuals and how they interact with others. Think of Fred Trueman, Andrew Flintoff and Shane Warne, all men with personal shortcomings who fascinated the public.

Geoffrey Boycott shows that cricketers do not need to be entertaining players to attract such attention. Those who blamelessly “play for the team” are a greater threat to the game’s future than awkward mavericks such as Pietersen. Fortunately, someone like him usually emerges. Ben Stokes, the young all-rounder who broke his hand punching a dressing-room locker, shows great promise.

Tribute cones

The number of cones on the motorways this autumn seems greater than ever. They often stretch miles beyond any visible roadworking activity. Is it time to bring back the cones hotline? John Major, I think, now qualifies as a national treasure but the cones hotline is the only thing most people remember him for. It’s not much of a legacy compared to the NHS or the Open University, but wouldn’t it be a nice gesture for a grateful nation to honour him by restoring it? 

Peter Wilby was editor of the Independent on Sunday from 1995 to 1996 and of the New Statesman from 1998 to 2005. He writes the weekly First Thoughts column for the NS.

This article first appeared in the 08 October 2014 issue of the New Statesman, Grayson Perry guest edit

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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.