Full employment and rising wages are the key to welfare reform

Iain Duncan Smith was once right about the need for drastic change - then he got everything else wrong.

When Iain Duncan Smith starting visiting to Easterhouse and steered the new Centre for Social Justice (CSJ) towards a Tory-analysis of poverty, he was hailed by many as a prophet. Finally, wrote breathless commentators, the ‘nasty party’ had found a route-map to Compassionate Converatism. Five years later, IDS is part of a government that is plunging one million children into poverty and is ramming through the House of Lords new laws that will cut help for 3.5 million disabled people. The Saint of Easterhouse has become the punch-bag of the Treasury. The route-map, is turns out, was a chimera.

But IDS is still standing in part because he stands on the foundations of the CSJ’s study. I might disagree about lots of their conclusions but I can respect the fact that they actually bothered to look at the problem. Reform of social security – currently one-third of public spending – is a big question. It demands and deserves deep thinking not a casual look. And that’s why the launch on 14 February of the Commission on the Condition of Britain is so welcome, and why I’ll be following its work so closely. Back in the 1990s, the Commission on Social Justice at the IPPR was critical to Labour’s social security reforms in office. I hope we’ll learn just as much from the IPPR’s second big look two decades later.

The truth is major reform of the welfare state is mission critical to rebuilding Britain after the global financial crash; it’s crucial to creating a country where we end the trauma of the living standards crisis, and it’s crucial to renewing a shared sense that we really are all in this together. This is the frame that Jon Cruddas set out for One Nation Labour in an important speech at the Resolution Foundation this week; ‘earning and belonging’.

When the Beveridge Report was published seventy years ago in the middle of World War Two, it was swept off the shelves by a British public thirsty for a vision of what would come when peace was won. At the heart of Beveridge’s argument was the idea we needed social insurance to help working families deal with the exigencies of life that caused new pressures (like the costs of children) or caused a loss of earnings , like the mass unemployment of the 1930s.

Today, the challenge for social security is not simply to minimise disruption to earnings, it is to help families maximise the potential of earnings. Beveridge’s world-view was set during the Devil’s Decade of the 1930s. Our world-view must be shaped by the gigantic squeeze on earnings that means living standards for ordinary working families might not recover, according to the Resolution Foundation, until the 2020s.

The reality for Britain today is that right now, productivity is going up; corporate profits are going up; companies are piling up cash in their bank accounts at a rapid rate of knots. Yet real wages are falling. In other words, workers are producing more and earning less. If we’re to reverse this giant trend, we are going to need new strategies for full employment – because full employment is the best guarantee of rising wages. We’re going to need new strategies to help working parents – especially mums – juggle childcare and sustain their careers. We need new ways to help the over 50s stay in work. And we need a radically new approach to disability policy so that government actually puts a team behind disabled people helping them get on in life, not a bureaucracy against them locking away help.

The IPPR’s work couldn’t come at a better time. Half way through the Parliament it’s now clear, the Conservatives so-called welfare revolution is collapsing in chaos. It doesn’t help working families get on. Its making poverty worse. The DWP is no longer even able to organise work experience in Poundland, never mind complex change like Universal Credit. We’re determined to offer a bold alternative, that staunches the cost of failures and puts social security once more, back on the side of working people.

The Easterhouse estate, Glasgow. Source: Getty

Liam Byrne is Labour MP for Birmingham Hodge Hill, and sits on the International Trade select committee. He is the cofounder of the UK-China Young Leaders Roundtable and author of Turning to Face the East: How Britain Prospers in the Asian Century.

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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.