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Where does Labour go from here?

Karim Palant, Ed Balls' former head of policy, explains where Labour goes next.

So it was the economy - stupid - after all. The pessimists among us kept expecting our position in the polls to unravel. Like Lynton Crosby, we awaited the date when "crossover" would arrive. As weeks to polling day became days and hours, we began to hope that it might not happen.

But at the cruellest possible moment, just as I’d fully dosed up on the Kool-Aid, it did.  In the stunned silence of HQ, thoughts turned to those millions of pencils wavering over millions of ballot papers. At my desk by twenty to ten I had used the wait to draft an email of comments on the draft a Lib Dem coalition negotiating position. I paused over the send button, worried about tempting fate. My own wavering pencil. The email is still in “drafts”.

The debate about how we avoid a loss like that again will range widely - as it should. What some call political body language, tone and message frequency is a huge part of it. Political positioning is as much about what you choose to say often and what you choose to say only occasionally. The voters we need to reach may pay just a few minutes a year’s worth of attention to politics – around election time in the main.  They may know that we have a deficit, that people are worse off and that the combination is miserable. But may have heard somewhere that finally things are apparently looking up.

It is perfectly consistent to both want change yet also to worry that what positives there are might be put at risk by change: your job, your savings, your pension or your mortgage. An opposition needs people to feel that they don't pose any risk but do offer big enough change to make taking a chance worth it. It's like trying to make an omelette without the public thinking you're breaking any eggs.

That is why successful leaders of the opposition are so rare. Measured by winning a majority, as a thirty four year-old, there has been one in my lifetime. So for example, the public do feel that banks, energy companies, rail companies, supermarkets and letting agents rip them off.  That might make some feel that Labour’s route back into voters’ hearts is a version of “my enemy’s enemy is my friend”. But people are just as wary of a potential government that is too happy to make enemies. And making it crystal clear you really understand voters’ concerns on spending, on immigration and on welfare, rather than seeking to change the subject is the only route to regaining their trust - they won’t ignore those just because they agree with you about other things.

That is easier said than done. Debates about the past are one thing – and humility or showing that we have learned from our mistakes are important. But reassurance really means showing we have the strength to deliver a tough and responsible approach in the future. Our shadow cabinet and leadership do understand the policy challenge. Part of my job was to stop spending commitments. Shadow ministers weren’t battering at the door with a wish list of expensive promises. They get that the game has changed.

But an opposition gets limited moments to reach the public. We need to be willing to them to reassure and resist the urge communicate a sense of radical disruptive change without making it clear, limited, and concrete. We should also absorb the fact that we are talking fiscal discipline not only because the voters want us to but because it matters to the country and it matters to us.

Voters want a leader who will lie awake worrying about the fact that national debt as a share of our economy is forecast to still be 70 per cent in 2020. That is almost double the pre-crisis level and more than where it was forecast to peak - this year - when George Osborne came to office. This shows the scale of the failure of the wasted years of the last Parliament.

But this understanding alone is not enough to either sort out the public finances or to win the election. Labour can only win in 2020 by arguing that a progressive approach to fiscal responsibility means a combination not just of spending cuts or higher tax revenues, but balanced and sustained growth. It would not make any economic or political sense to seek to out-cut the Tories for whom reducing the size of the state is a raison-d’être. And as a party, we don’t believe most working people are comfortably off and can afford significant new tax rises - which limits the scope for raising revenue.

So, many have correctly concluded that we will not win the next election without growth, productivity, exports and innovation at the core of our approach. Talking about ways to deliver a step change in digital jobs, infrastructure, science, a green economy, a pro-growth tax framework for business and a regional revival are not nice-to-haves but essential parts of making Labour’s argument stack up.

We should not focus on growth or living standards because we want to avoid talking about the difficult bits – but precisely because it is core to our plan to deal with those difficult issues facing the country. A related conclusion that we cannot avoid is that to prosecute that argument you must truly value the private sector’s role in driving those things. 

These are key among the lessons we will need to learn for the next five years. And whoever wins will need to get serious, quickly. The consequence of not doing so will be millions more wavering pencils in 2020.

Karim Palant was head of policy to Ed Balls. 

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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.