Top line: East Coast is Britain's best-run railway company. Photo: Bloomberg/Getty
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Leviathan’s revenge: how Britain belongs to someone else

James Meek’s superb new book exposes the perversities, hypocrisies and failures of privatisation.

Private Island: Why Britain Now Belongs to Someone Else 
James Meek
Verso, 238pp, £12.99

Thatcherism professed defiance against both the state and Europe: what a supreme irony, then, that its legacy involves the handing over of British utilities to nationalised European companies. It promised to forge a property-owning, share-owning democracy to build a new era of popular capitalism. Yet where about 40 per cent of British shares were held by individuals in 1981, the proportion had collapsed to less than 12 per cent by the time Margaret Thatcher was booted out of office. “We have not successfully rolled back the frontiers of the state in Britain, only to see them reimposed at a European level,” Thatcher famously said at Bruges in 1988. Less well-publicised is how – that same year – she flaunted to a group of business people the success of her administration in forcing the European Economic Community to remove obstacles to cross-border business. And so Britain’s electricity is now provided by the likes of France’s state-run EDF. The British state has been rolled back in favour of the French state.

James Meek’s superb book exposes the perversities, hypocrisies and failures of privatisation. Meek is a writer of fiction as well as a journalist, and it shows: he crafts beautiful and vivid passages that turn what could be a dry subject into a highly readable study. It is well timed, too. Our political elite treat privatisation as an article of faith, and dismiss its opponents as discredited dinosaurs who belong in a 1970s dystopia of rubbish piling up in the streets and a leviathan state throttling individual enterprise. But privatisation never did win the hearts of the British people. According to opinion polls, large majorities support public ownership of the privatised utilities – and that includes either majorities or pluralities of Ukip and Conservative voters. An open door is there to be pushed, and Meek is part of a growing literary counter-assault against neoliberals, who argue for the privatisation of public assets, reduction of taxes on wealthy individuals and corporate interests, and for the state to promote supposedly “free” markets.

Meek engages very impressively with the intellectual defences of neoliberalism to critique and undermine them more effectively. Privatisation would force subsidy-hogging, overmanned and technologically backward monoliths to become efficient, lean and forward-facing. They would be forced to compete, and if they failed to offer an adequate service they would be driven to bankruptcy. Yes, workers would lose their jobs, but they would become proto-Alan Sugar entrepreneurs, or find other work. “Everyone would win, except the lazy, and Arthur Scargill,” as Meek puts it. He considers the experience of the collapse of the Soviet bloc, which he experienced: in the initial period of capitalist restoration, he even wondered whether he was suffering from a creeping dose of Thatcherism. But post-Soviet Russia suffered one of the worst falls in living standards of any peacetime industrialised nation, and roughly a decade was sliced off the life expectancy of its men.

Each chapter – though admittedly rather self-contained – exposes the failures of a wave of privatisation with a mixture of reportage, interviews and facts. The railways are probably the most striking instance: subsidised by the taxpayer, their upgrading and technological development underwritten by the state, they were left fragmented and inefficient (though Meek doesn’t mention it, the publicly run East Coast line was found to be Britain’s most efficient rail franchise). Elsewhere, water companies paid £1bn in dividends to shareholders between 2009 and 2013 instead of investing in their infrastructure. The electricity companies invented a system for setting their wholesale prices that only they understood, finding ways of manipulating the markets to charge artificially high tariffs even as the cost of energy fell. The Tories built on foundations provided by New Labour and unleashed the privatisation of the NHS while claiming to love it. Then there is the disaster of right-to-buy: soaring social housing waiting lists, a collapse in housebuilding since responsibility was abdicated to the market, and the subsidising of private landlords with the explosion of housing benefit.

What Meek’s book does not do is promote an alternative. There is a collective failure on the part of all of us who oppose neoliberal triumphalism to present coherent alternatives that resonate with people. But in the 1970s, the left did present its own critique of the top-down, bureaucratic forms of nationalisation developed by the postwar Attlee administrations. Instead, it proposed democratic involvement on the part of both workers and service users or consumers. Surely this has to be at the heart of any new wave of public ownership.

Nonetheless, Meek calmly and eloquently administers some welcome right hooks to the prevailing dogma of neoliberalism. The question is whether the new dissidents can learn from the example of the neoliberals themselves: they, too, once languished on the ideological fringes but then they turned their polemics into policies. Economic crisis provided them with an opening, a moment when “the politically impossible becomes politically inevitable”, as Milton Friedman put it. Today’s crisis offers a similar opening. The neoliberal project has failed: but it will never be defeated until it can be replaced by something else. 

Owen Jones’s “The Establishment: and How They Get Away With It” is published by Allen Lane (£16.99)

Owen Jones is a left-wing columnist, author and commentator. He is a contributing writer to the New Statesman and writes a weekly column for the Guardian. He has published two books, Chavs: the Demonisation of the Working Class and The Establishment and How They Get Away With It.

This article first appeared in the 08 October 2014 issue of the New Statesman, Grayson Perry guest edit

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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.