Children grilling the Chancellor on television. Photo: Getty
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Autumn Statement: the prospect for children’s benefits looks no brighter

Since 2012, we haven’t seen a solitary reference to child poverty in any budget or Autumn Statement, and poverty rates are rising.

Today’s the day that speculation about the content of the Autumn Statement reaches its peak. Will the Chancellor announce new spending cuts in light of lower-than-expected tax receipts? Or conversely, be in the market for some pre-election giveaways? Trails apart, we don’t yet know for sure what will be in the speech at 12.30pm tomorrow. But we have a pretty good idea what won’t.

The Autumn Statement is conventionally when the government announces how it will maintain the value of benefits for the following fiscal year. But in 2014, there’s little to say on the topic. Sheltered by the terms of the triple lock, the basic state pension will automatically be uprated by average earnings, prices or a nominal 2.5 per cent, whichever is higher. This year it is the last, which gives a happy uplift to the value of pensions over and above the cost of living. In stark contrast, the value of children’s benefits is locked down, this time by a decision at Autumn Statement 2012 to uprate them at a sub-inflation 1 per cent for the following three years.

Actually, it’s even worse than that. Child benefit has suffered over the course of this parliament not just from the 2012 decision to increase it slower than inflation, but also by a three-year freeze instituted when the coalition took power. The benefit has lost over 13 per cent of its real value as a result of uprating decisions taken since 2010. But those with good memories will recall that the government provided a reason for cutting this vital and popular benefit.

As the government said at the time, “We will freeze child benefit to help fund significant above indexation increases in the child tax credit . . . This means that support will be better targeted at low-income families with children and that this budget will have no measurable impact on child poverty”.

So how has that worked in practice? In 2011, low income families did do well when the children’s element of child tax credit (CTC) was increased in line with prices, and given a further healthy boost of £180 a year. Child poverty actually went down that year. By 2012, the commitment to help low-income families was weakened: CTC was increased by inflation, but the Chancellor then reneged on his promise of a further significant increase above prices. That year, child poverty rates stayed the same. But by 2013, any idea of protecting poorer children from austerity had left the Treasury and shut the door: CTC could languish with 1 per cent uprating for the following three years along with the rest of them. Surprise, surprise: child poverty rates are now on the rise.

Academics have long pointed out that the extent to which we protect the value of children’s benefits is intimately linked with the rate of child poverty. This was something the Chancellor acknowledged in 2010, but has remained tight-lipped about ever since. In fact, since 2012 we haven’t seen a solitary reference to child poverty in any budget or Autumn Statement, nor any analysis in Treasury documents as to the poverty effects of spending decisions.  This goes beyond being simply depressing. When the government has an enduring legal duty to take action to reduce child poverty to negligible levels by 2020, it begins to look more like an act of avoidance.

Whatever next May brings, the prospect for children’s benefits looks no brighter. The Conservatives plan to freeze all support to families for another two years if returned to power; a Labour government would uprate child benefit at only 1 per cent for the same time period; and the Lib Dems have intimated that uprating decisions will be taken on an ad hoc basis as finances allow. The stable and poverty-reducing settlement the triple lock provides pensioners may be an unimaginable dream for children in the foreseeable future.

Uprating may seem tedious, but in truth it matters a lot. When children’s benefits are properly uprated, families don’t drift away from the mainstream; if their value withers away, we cut our children loose. When the Chancellor steps up to the despatch box tomorrow, we will all listen hard to every word he has to say. But spare a thought, too, for the issue on which he stays silent.

Lindsay Judge is Senior Policy and Research officer at the Child Poverty Action Group

Lindsay Judge is senior policy and research officer for the Child Poverty Action Group.

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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.