The Women’s Institute and the Bolshevik tendency

If there are climate talks, then we must be marching. I’ve been coming to the big, annual <a href="h

If there are climate talks, then we must be marching. I’ve been coming to the big, annual Campaign Against Climate Change march for years, and it has been exponentially bigger every time. This year’s event on Saturday was no exception.

The focus of CACC is to press for international agreement on effective carbon dioxide emissions cuts. So, with the US holding this up ever since George Bush took power, the American Embassy in Grosvenor Square is always the focus of activities, either starting or ending the march.

This year, we began with a rally in the square. Seize the Day provided music between speeches from, among others, CACC vice presidents Norman Baker MP, Green MEP Caroline Lucas and writer George Monbiot. George’s speech was the most startling – he warned activists sternly against too much ‘doom and gloom’ in our campaigning.

He pointed out the disturbing fact that erstwhile climate deniers are changing their strategy and attempting to switch from blocking action by pretending there isn’t any problem into blocking action by painting climate change as too far gone to bother. With most sane people now in a mid-position where we recognise the problem at the same time as recognising a lot of really obvious solutions, he argued that we should tone down our rhetoric, be positive and get some action going at last - or we’d be just as culpable for the consequences. Harsh stuff, but it was something fresh we needed to hear.

On the more political side of things, Caroline Lucas warned Tony Blair that the time for delay and fudge was over. She said that failure to negotiate a fair and effective international treaty is morally negligent and called for real UK leadership in negotiations this week at climate talks in Nairobi.

Setting off for Trafalgar Square, I was struck by the vast range of different groups marching together. Along with the familiar CACC greenhouse, Friends of the Earth flags, a big Green Party contingent and of course our own Alliance Against Urban 4×4s' lollipop man, people dedicated to campaigning on individual issues were everywhere.

I tried to emulate John Reed, author of revolutionary epic ‘Ten Days that Shook the World,’ by collecting as many leaflets and postcards as possible and I now have a fine collection of literature from the likes of Plane Stupid, RoadBlock, Group Against Motorway Expansion, Airportwatch, World Naked Bike Ride, Rising Tide, the Vegan Society, Christian Ecology Link, Stop Stansted Expansion, Come Off It, and the DOVE campaign against the Newhaven incinerator (if I missed your group – sorry!)

Also notable was the rising number of political parties in the mix. I saw placards by the Greens, LibDems, Respect, Socialist Workers and even the Bolshevik Tendency being carried, and speakers from the platform at the Embassy also included Zac Goldsmith for the Tories and Labour MPs.

Arriving at Trafalgar Square, all thoughts of party politics were banished, however, as the CACC march joined thousands of people filling the square as part of the Stop Climate Chaos coalition’s ‘I-count’ rally. Groups supporting the coalition are an even more diverse collection than the activists on the march and include the Women’s Institute.

Instinctively piqued at the lack of real political fire coming from the actors, comedians and pop stars on the stage (no politicians were allowed on the bill), I tried to put my feelings aside at the sight of the huge crowd they had brought along to the day’s set of actions, many of whom wouldn’t have felt comfortable with the radical types outside the US Embassy.

Phil Thornhill, the founder of CACC, started this traditional day of action single-handed in 2001 after the USA pulled out of the Kyoto agreement, and it is the sign of a great achievement that this day is now both a mainstream and an international event, adopted by such a wide range of groups and nations.

Forty-eight countries around the world saw demonstrations on Saturday, including 90,000 in Australia and an inaugural event in Taiwan. Maybe soon we’ll see some results.

Sian Berry lives in Kentish Town and was previously a principal speaker and campaigns co-ordinator for the Green Party. She was also their London mayoral candidate in 2008. She works as a writer and is a founder of the Alliance Against Urban 4x4s
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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.