Celebrating the New Statesman's biggest-ever issue

A hundred years on, the magazine is the best it's ever been.

The New Statesman was launched 100 years ago today and, as we celebrate with the publication of our centenary issue which is now on sale across the country, I’m naturally delighted that our latest scoop is dominating the political news as well as newspaper front pages.

One of the many pleasures of my job is being able to publish some of my favourite writers, politicians and journalists in the magazine. Very few people say no when the New Statesman asks them to write – and that’s very satisfying for a small magazine and website.

This week’s centenary issue is the BIG ONE in every sense, the single largest we have published in our long history. Among the political highlights are a wonderful, generously spirited column from Boris Johnson; a bold intervention from Tony Blair, which has been making the political weather and unsettling the Labour high command; a good column by Vince Cable discussing his political journey and the tensions that exist on the left between liberals and social democrats; and a fine piece by our political editor, Rafael Behr, who was travelling on a train with Ed Miliband when the Labour leader was told that Margaret Thatcher had died.

The New Statesman has been rethought and reinvigorated over the last few years. We have broadened our range and collaborated with some unexpected and interesting people. We have reintroduced cartoons, poetry and fiction. We have drawn influence from our Fabian tradition but also from J M Keynes, who was our chairman in the 1930s – it is often forgotten that in 1931 the New Statesman merged with the Nation, the old voice of Bloomsbury social liberalism. I am confident – forgive my immodesty! - that the New Statesman is now the best-written and most intellectually stimulating magazine in Britain.

As if to prove my point, we have, in the centenary issue, contributions from Booker Prize-winning novelists (Julian Barnes, A S Byatt) as well as from many other major literary writers, including Craig Raine, Alexander McCall Smith, David Hare, Will Self and Ali Smith. We have tremendously wide-ranging essays on geopolitics, the European ideal and economics from John Gray, Mark Mazower and Robert Skidelsky. We have published some centenary clerihews from the incomparable Craig Brown. There’s a very funny column from the stand-up comedian Stewart Lee and, as usual, outstanding cultural criticism and book reviews by the likes of Will Hutton, Norman Stone, Douglas Hurd, Jon Cruddas and our brilliant young fiction critic, Leo Robson.

We also include articles from the archive by Keynes, T S Eliot, George Orwell, Virginia Woolf, Graham Greene and Angela Carter. And in the “Orwell Wars”, D J Taylor and Adrian Smith tell the story of how and why the New Statesman refused to publish the great political writer’s reports from the Spanish civil war (not one of our more glorious moments).

Next week we are hosting our latest Centenary Debate. The question is, “Did the left win the 20th century?” Michael Gove, David Miliband, Lisa Nandy, Justin Webb, Matthew Parris, Mathew d’Ancona, Jonathan Freedland, Peter Oborne and Andrew Rawnsley are among those who attempt to answer the question in the magazine. (All contributions will go live on our website next week, ahead of the debate. And thanks to everyone for taking part.)

All in all, it’s a collector’s issue. Do buy it.

And here, from the magazine, is my Editor’s Note, which explores something of the history of the New Statesman.

 

Jason Cowley is editor of the New Statesman. He has been the editor of Granta, a senior editor at the Observer and a staff writer at the Times.

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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.