Fewer mature students are graduating. Photo: Robert Nicholas
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The real victims of this government's changes to tuition fees have been forgotten

The number of part-time students has fallen by a third since 2010.

When tuition fees were trebled four years ago, it elicited uproar from the student movement. Yet – to everyone’s surprise – the number of disadvantaged pupils studying for undergraduate degrees has since risen to record highs.

Meanwhile, the real victims of the changes to tuition fees have been forgotten. These are not undergraduates starting at University just after school, but mature and part-time students. Here the picture is far more sobering for the government.

In the last four years, the number of part-time students studying for first, foundation or other undergraduate degrees in the UK has fallen by over a third. From 580,000 in 2009/10, the number has fallen to 368,000 today. The trend is even more pronounced among older students: the Sutton Trust has found that 100,000 fewer students aged 25 and above started part-time higher education courses in 2012/13 than 2009/10 – a reduction of 43 per cent.

When it comes to mature students coming for full-time degrees, the situation is almost as bleak. There was an 18 per cent decline in the number of students aged 25 and over taking up places in 2013 compared to 2010.

One explanation for the decline in part-time and mature students is the economic crisis. It has made companies less likely to support employees studying part-time alongside their work, and people more reluctant to leave steady employment to study. Yet these factors do not explain why the fall in student numbers has been more dramatic in England than Scotland, which has no fees, and Northern Ireland and Wales, which effectively cap fees at £3,685. Since 2010 the fall in all part-time students (including both undergraduate and postgraduate) has been over twice as high in England as in Scotland, while there has been only a negligible fall in Wales and part-time students have actually risen in Northern Ireland.

 

“In comparing the figures for England with those for other parts of the UK where tuition fees didn’t increase so sharply, it was clear that the rise in fees did play a significant role,” explains Ruth Thompson, the co-chair of the Higher Education Commission inquiry into the financial sustainability of higher education in England. “The Commission expressed great concern that choking off lifelong learning and skills development risked choking off economic growth.”

For those who are already earning, paying back tuition fees amounts to an extra nine per cent tax rate. So if part-time studying does not lead to them earning more, they will actually be worse off: someone earning £25,000 a year would have to pay back an extra £360 a year in tax, for instance. Putting adults off investing in improving their education is no way to win the global race. Ultimately the result is a less skilled economy.

Another consequence is to entrench the lack of social mobility. Those who apply to University later have often come from disadvantaged backgrounds, and higher education offers them the chance of closing the gap. “Many part-time and mature students come from less advantaged backgrounds,” explains Sir Peter Lampl, the Chairman of the Sutton Trust. “The fees hike has had a serious and detrimental impact on their education and career prospects.” He argues that the government must “reassess the level of fees” and develop outreach strategies targeted at mature students to ensure higher education is “accessible to all”.

If the decline in part-time students does not resonate in the way that a collapse in undergraduate students of school leaving age would it is no less significant. Encouraging more adults to higher education should be a central plank of equipping the UK economy for the 21st century. Far too many adults are being put off from furthering their education.

Tim Wigmore is a contributing writer to the New Statesman and the author of Second XI: Cricket In Its Outposts.

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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.