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Why I couldn't care less about being important

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Alice O'Keeffe's "Squeezed Middle" column.

Here you go, babe.” Curly hands me four crisp £20 notes. I flick through them wonderingly – this is a highly unfamiliar sensation – before tucking them away in a drawer. My housekeeping money. The phrase seems like something from another age.

My decision to give up paid work – not to mention the near-nervous breakdown that preceded it – appears to have focused Curly’s mind. In just a couple of weeks, he has drummed up two Saturday jobs and has enrolled on an evening course in carpentry. I didn’t even nag him; he just did it. And now he’s done it, he seems rather pleased with himself. There is something newly brisk and confident in his bearing.

“See you later!” The boys and I wave as he heads off for the station in his smart shirt, for all the world like a family from a 1950s TV show. As the door closes, I wonder what to do with the day. Shall I make jam? Bake a cake? Knit something? The last time I tried to knit anything was in primary school and it did not end well but, all of a sudden, I wouldn’t rule it out.

I’m not sure what has happened to me. I used to be thrusting and ambitious. I used to dash around in taxis, schedule high-level meetings, take off for Brazil at a moment’s notice. I used to want to be important and influential.

At the moment, I can’t think of anything worse than being important and influential. The very idea sends a shiver down my spine. I would definitely be a big disappointment to the sisterhood, if the sisterhood were to find out what I’m up to. Only the other day, there was an article in Sunday Times Style by an important woman telling us we should all try harder to be more important. For a brief moment, I wondered if she was right. Then I threw the magazine into the bin and squidged a dirty nappy in there, too, right on top of her smug, self-righteous face.

The funny thing is, actually, I don’t give a monkey’s left ball about all that. I don’t care about anything except for being calm and happy and enjoying my life again. Once Moe is down for his morning nap, I take my copy of Delia’s Complete Cookery Course off the shelf, blow off the dust and turn to the jam section.

“Slice one kilo of fresh pink rhubarb.” Aha. Funnily enough we got rhubarb in the Abel & Cole box this week. I get it out of the fridge and rinse it off. Larry appears in the kitchen. “Mummy, I’m bored.”

“Why don’t you help me make jam?”

“Jam’s boring.” Busted. I snap Delia shut and put down the knife.

“What do you want to do, then?”

“I want to go to the pub.”

“You what?!” “That’s what Ben’s mummy does. Ben gets crisps and plays Simpsons pinball.”

I have to hand it to Larry. That suggestion is so wrong and yet . . . so right. Feeling everso- slightly furtive, I ping a quick text to Ben’s mummy and take one of the twenties back out of the drawer.


Beyond Westminster, Labour is rebuilding itself as a movement

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In constituencies across the country, Labour is turning itself from a declining party of the twentieth century into a vital movement of the 21st.

If you believe the press, Labour has been hobbling toward its conference. So let me put the record straight: we have had a good year building a politics of One Nation, and we are in a strong position to win in 2015. Three years out of a serious defeat, five years after the collapse of Lehman Brothers signalled the end of an economic era, Labour under Ed Miliband’s leadership is renewing itself in deep and profound ways. We have an intellectual project - One Nation. We have an organisational project – the party as a movement. We are building the political project – One Nation Labour.

Ed Miliband describes One Nation as a country in which everyone has a stake, where prosperity is fairly shared and we make a common life together. That is the goal of our policy review.

Our immediate task is to deal with the crisis in living standards. Not since the nineteenth century have we experienced a decade in which we are poorer at the end than we were at the beginning. Wages are falling, jobs are chopped and diced and poorly paid, prices go up. Whole regions of the country lack a vibrant private sector. Too much of our economy has been about extracting wealth rather than creating it. Too many corporations have put their shareholders before their customers; worrying about the short-term rather than planning for the long-term. And there are too many sectors underperforming and relying on low skill, low waged jobs. Our tax base has been over-dependent on finance and property. As the economy begins to recover, David Cameron’s government is replacing police and nurses with an army of estate agents.

Labour has a real alternative. Not big increases in day-to-day spending; nor simply copying the Tories salami slicing. Our alternative is reform.

We will begin by dealing with the cost of living crisis and tackling the deficit. We will stop household bills rising so fast. We will cap the cost of payday loans, and work to provide people on low incomes with alternative sources of affordable credit. We will introduce workers on renumeration boards to ensure a fairer distribution of reward. There are no magic answers to rebuilding the British economy. Reforming our economy so that it works for working people will require everyone to play a part. Government alone cannot galvanise the creative energy and ambitions of millions of people.

Our state is over-centralised and unable to build the trust we need to develop the economy. It needs fundamental change. We will push down power and resources to combined authorities so that they can begin the task of renewing their regional economies.

In a time of fiscal constraint we will be guided by three principles of government. First, we will support local people taking on the power and responsibility to shape their services and communities. We will help people to help themselves and each other. Second, we will invest for prevention, in order to avoid the costs of failure. For example, we need to be building homes, not wasting money paying for our failure to do so through a rising housing benefit bill. And third, our policy will prioritise collaboration between the public, private and voluntary sectors to avoid silo thinking, silo services, duplication and waste.

Over the last year, the policy review has been making the One Nation political project a reality. We have organised conferences and scores of debates and round table discussion. We’ve published an ebook and at conference on Sunday we will be launching the new book One Nation: Power, Hope, Community edited by Owen Smith and Rachel Reeves.

Effective policy making has to be part of a larger story and movement that gives it meaning and purpose. In the party there is a growing energy to build a new political movement that creates real change in people’s everyday lives. Politics is alive and thriving, it's just not happening around political parties. In the past we drove people away with our inward looking, controlling political culture. We championed innovation and entrepreneurs in society and business but we neglected to encourage them in our own organisation. But Labour is changing.

We are connecting once again with people. In constituencies across the country, Labour is turning itself from a declining party of the twentieth century into a vital movement of the 21st. We are rediscovering our traditions; those periods in our national history when working people joined together to build a better life for themselves, to win political representation and to secure for themselves a just share of national prosperity. The democracy and greater equality they created have been deeply civilising influences on our country. That is Labour’s heritage and we are now modernising our traditions for the digital age. Iain McNicol is embedding these reforms in our organisation.

During the last year, Arnie Graf has been up and down the country meeting hundreds of people. Hundreds have been trained to organise in local communities. Movement for Change are organising campaigns like the community network Home Sweet Home in Cardiff, working with tenants and landlords to improve housing standards. Parties can no longer simply be vote harvesting machines. To attract people’s active support they need also to be social and cultural movements. When people are reduced to votes and votes become transactions people drift away. The thousands of conversations in people’s living rooms, the meetings, the social media based campaigns, the friendships and solidarities that develop around neighbourhood campaigning are not about jolting the old machine politics back into life. They are about creating a different kind of politics; people winning power and building the self-confidence to create real change.

People organising together to agree a common good gives society the power to stand up to the centralising market and bureaucratic state. We need to achieve a balance of interest in the governing of our institutions, in which no one interest dominates over the others. Our politics is about the renewal and conserving of our common life and it is about a deepening of democracy which gives people more control over their lives. Policy grows out of this position and establishes permanent change.

Those who worry about Ed Miliband's determination to change the relationship between the party and the trade unions need to understand that he is right. The millions of working people who are part of the labour movement are our life blood. Without them we are nothing. But we cannot treat them as if they are the Dead Souls out of Gogol's novel. We need a fundamental change in our relationship with them.

Both the Labour Party and the unions have to face a hard truth about our historic relationship. We stopped talking to one another. We need to rebuild our relationship and that means changing it. Working people have everything to gain from a confident union movement contributing to rebuilding the economy. The country has everything to gain from a Labour Party with deep roots in our cities, town and villages.

In the year ahead, the policy review will be focusing on what really matters to people: work, family and place. Work that is fairly paid to support our families. Family because nothing is more important in life, and the place where we live that gives us a sense of belonging. This is the political centre ground: families, where they live and the work they do. Our answers to the cost of living crisis are part of our longer term goal to build an economy that works for all working people and not just the few at the top. That is the task ahead, a new political economy for One Nation.

Rachel Reeves: “We can’t make promises we can’t keep”

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Rachel Reeves is the face of Labour’s fightback on the economy. Can she avoid being “ripped apart” by the newly optimistic Tories?

More fight than meets the eye: “I don’t mind being serious,” says Reeves.
“I am quite serious”.
Portrait by Felicity McCabe for the New Statesman

On the outside, it is a picture of suburban prosperity – one in a row of semi-detached, Edwardian houses. Inside, the illusion of middle-class security dissolves. The family asks not to be named. The father just found a second job. He drives a delivery van from first thing in the morning to mid-afternoon. Now he will also deliver pizzas in the evening. The best part, says his wife, is that unlike previous jobs this one involves a proper contract. It isn’t agency work, which means the bank will recognise the salary as a stable income and perhaps agree to renegotiate their mortgage.

For the past three years, they have been relying on help from extended family to stay in their home. They have a son in junior school and a daughter studying for her A-levels. She helps out by doing weekend shifts at McDonald’s for £4.35 per hour. She has also joined the local Labour Party, which is how it came about that Rachel Reeves is drinking tea in the front room of this house in Grays in Essex, hearing the family’s story.

“I look at her and think of what I was like 17 years ago,” Reeves says afterwards of the eager teenage recruit. The shadow chief secretary to the Treasury also joined Labour when she was at school. John Major was prime minister and the economy was in recession. “I just felt that the government didn’t care about people like me or places like the place I lived.” She describes becoming politicised in the comprehensive school she attended, Cator Park in Bromley, south London. The sixth-form classrooms were prefab huts; there weren’t enough textbooks to go around. Friends who left school early went on youth training schemes with no jobs at the end of them. “That’s what exercised me and still motivates me, the sense of unfairness. If you come from a privileged background where there’s a lot of money, you have so many more opportunities than if you come from a low-income family.” A former teacher from the school remembers the young Rachel as “a bright, hard-working” pupil: “She must have been very good because not many people got to Oxford from Cator Park.”

Reeves’s parents, both teachers, were Labour voters but not members. Her mum finally joined the party in 2010, the year that she was elected to parliament. Reeves was promptly promoted to the shadow cabinet and is now, at 34, one of the most significant figures in the campaign to persuade Britain that it wants a Labour government. While Ed Balls, the shadow chancellor, is locked in mortal combat with George Osborne over the strategic direction of the economy, it is Reeves who talks about the human cost of coalition policy: the pressures felt by ordinary British households, the low wages, rising prices, soaring energy and fuel bills, insecure agency work with no rights, no holidays, no sick pay.

Grays, in the parliamentary constituency of Thurrock, is the front line in that battle. Held by Jackie Doyle-Price of the Tories with a majority of just 92, it is the fifth most marginal seat in the country. On the train back to central London, Reeves reels off a list of things the coalition has done to make lives harder for those Essex voters who could decide a general election – the cuts to tax credits, the VAT rise, the axing of services. Is Labour doing enough, I wonder, to persuade people that things would be so different under a Miliband government? Reeves goes through the menu of things the Labour leader has pledged to ease the burden: a cap on rail fares; tougher regulation of energy companies; cracking down on the abuse of zero-hour contracts that bind workers to an employer with no guarantee of wages.

Meanwhile, the economy has started growing again. The Conservatives are confident that they can claim vindication for their austerity policies. Opinion polls show that Labour is still blamed for the downturn and not trusted to run the economy. “Of course it’s welcome that GDP numbers have turned positive,” Reeves says. “But people aren’t voting on headline figures, they’re voting on what’s happening to them and their families. And the idea that the jobs market is doing well, the idea that the economy is working for ordinary families – it rings hollow.”

That assertion is central to Labour’s general election campaign. The Tories will be portrayed as complacent stewards of a false recovery, handing wealth and opportunity to those who have it already and abandoning those who need help the most. The coalition parties recognise their vulnerability to that charge and a race is on to find policies that will advertise compassion for people feeling oppressed by the cost of living. The median annual salary in Britain is roughly £21,300, which is £3,300 below its peak in 2005-2006. Over the same period inflation has hovered around 3 per cent, with the effect that most people have felt their spending power slump. If that doesn’t start to improve, it will be hard for the Tories to boast of mending the economy.

“It’s clear that living standards will tower over the 2015 election,” says Gavin Kelly, the chief executive of the Resolution Foundation, the leading think tank studying Britain’s low-wage economy. “The politics of it will in part come down to a brutal blame-game about who is most responsible for the big squeeze that has dominated this parliament. But just as important will be whether any of the parties are capable of convincing a sceptical public that they have credible policies that will make a significant difference to household incomes. That hasn’t happened yet.”

A recent opinion poll for Resolution found that 51 per cent of voters would be more likely to support a party if they felt it had a plan for improving living standards. Yet roughly 40 per cent think none of the main parties has any good ideas in that regard.

To shift those numbers in Labour’s favour, Reeves tours the TV studios, diligently holding the line on the economy. It is not always the most rewarding part of the job. When we meet at her Westminster office a week after the trip to Grays, a lavish bouquet of flowers arrives during our conversation. It is a penitent gesture from Ian Katz, the editor of Newsnight, who the previous night had accidentally made public a private message on Twitter in which he described Reeves as “boring snoring” for her exposition of party policy on zero-hour contracts.

Less than a day has passed and already a media feeding frenzy is gathering pace. “Urgh. I don’t really have a comment, to be honest,” says Reeves, clearly wounded and exasperated when I ask what she makes of it all. “They invited me on to talk about the economy. They asked me about zero-hour contracts. I think that’s really important . . . It’s not exciting, but it matters. I know I’m supposed to make some flippant throwaway remark to show how chilled out I am about it all. But I don’t mind being serious about it. I am quite serious.”

Reeves had been back at work only a week after six months on maternity leave. This is not how she envisaged her return to the front line, but politics demands a thick skin. She is not squeamish about the ferocity of Westminster combat – so long as it is policy, not personality, at stake. “I’m not one of these people who think we should all sit down and hold hands and try to agree with each other,” she says. “I think there’s something to be said for sitting opposite each other, having a proper debate and sometimes shouting a bit at each other and heckling. If you can’t stomach that, then you probably shouldn’t be in this business.”

There is more fight in Reeves than meets the eye, but it is a tightly controlled pugnacity. It comes as no surprise to discover that she is an accomplished chess player, having competed at national level into her early teens. She now supports a charity that spreads the game in state schools. She proudly shows off a shot of her at the board taking advice from Garry Kasparov. Chess terminology is often plundered for political metaphors and I wonder what the game has done for her politics.

It helps with concentration, she says. “And looking ahead, working out your opponent’s next move.” It helps with making decisions under pressure. “With an extra half an hour, maybe you could come up with a better move, but you have to weigh up how much time you’ve got on the clock.”

It seems an apposite way back to our discussion of the economy. Isn’t Labour running out of time to start winning some of those big arguments? Reeves doesn’t deny the scale of the task. For the first time her voice, studiously modulated most of the time to guard against emotion, acquires a quaver of urgency. “I know we’ve got to cut through. I know we’ve got to win back the support of people that we lost. I know we’ve got to do all of those things. I think we are moving in the right direction. Under Ed’s leadership we are doing those things, but we’ve got to work harder and we’ve got to do more.” It is at least a partial admission that Labour’s plans for retaking power in 2015 are not proceeding with mechanical efficiency.

Part of the problem, I suggest, is that the opposition has spent three years arguing that austerity is the wrong economic prescription for the country and yet now it must build a political strategy on the assumption that cuts are unavoidable. Is Labour marooned between saying it hates coalition cuts and then saying it can’t reverse them?

“You’ve seen how we voted in parliament. We voted against the bedroom tax, we voted against the top rate of tax, we put down a motion saying we wanted a mansion tax. We have signalled how a Labour government would be different.”

It is a familiar argument – the opposition can indicate its general priorities now, but 20 months before an election it would be unwise to commit to a manifesto. What I haven’t heard before is the candid acknowledgement that follows of why pledging to repeal hated coalition cuts would be such a mistake. The reason is fear of leaving policy hostages that would be slaughtered by the Tory attack machine. “As shadow chief secretary I also know we can’t make promises we can’t keep. It’s important that we make sure everything adds up, everything stacks up. Otherwise we’re going to be ripped apart by the Tories in a general election campaign.”

That position is a compromise between Rachel Reeves, the angry young woman who joined the Labour Party in fury at Thatcher’s legacy, and Rachel Reeves, the studious chess player who wants to be sure the defence is solid before going on the attack. “It is important that we are credible as well as fair. People want to know that we’ve got hearts, but that we’ve got heads as well.”

 

The CBeebies approach to welfare

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Nick Pearce welcomes me into his London office. In his blue shirt and glasses, the director of IPPR has the “comfortable dad” look. He has just published an 11-page essay in Juncture, the think tank’s journal, in which he outlines his vision for welfare reform.

Pearce argues that we should stop fussing about with abstract measuring standards and focus instead on improving schools, hospitals and local buildings; that inequality extends beyond what people earn to the way they are treated by their bosses at work; that paternalism doesn’t help anyone because it takes power away from people.

Pearce, as my colleague Rafael Behr puts it, is known for “getting under the bonnet” of policy. He worked as a policy adviser to Gordon Brown when Brown was prime minister. A “thoroughly nice nerd”, he is widely credited with having revitalised IPPR.

His big idea is that the left has missed the point on welfare because it is too scared to co-opt ideas that usually belong to the right, such as individualism and conservation. Achieving a more equal society is a huge project – and it’s not just about wealth redistribution. “For example,” Pearce writes in his essay, “how might a commitment to equality need to be bolstered, or tempered, by demands for personal liberty, democratic self-government, the priority of human relationships, or the desire to protect and conserve things of value to people?”

Recent welfare reforms, he argues, are wrong-headed, because they did not work hard enough to embrace personal autonomy. “[T]housands of people now suffer repeated benefit sanctions and prolonged periods without an income, often for the most minor infractions of job search requirements,” he says.

We need to change our basic power relations, but to do this we need a groundswell of public energy. “What is it that really gets people politically engaged, excited and pissed off in equal measure? It tends not to be formal procedures,” Pearce says. “It’s about issues, it’s about the passions that underpin politics. I think that people are on the left because you’re trying to achieve certain things.”

Towards the end of our conversation, I ask him about his hobbies. “I look after [our] children . . . I watch more CBeebies than Newsnight, let’s put it that way.”

And is this influencing his world-view?

Immediately, he is back on message. “It does influence how I think . . . If you tried to close the children’s centres where my children go, we would chain ourselves to the railings. But people have had their child benefit and other things cut and that’s been achieved without the same level of protest.”

The reason for this, he says, is that it’s much easier to care about something you can see.

Nick Pearce’s essay is available in the next issue of Juncture and at: newstatesman.com/politics

Tim Farron: A Lib Dem to do business with

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While Nick Clegg remains comfortable in coalition with the Tories, the Lib Dem president, Tim Farron, has other ambitions.

When I received an embargoed copy of Nick Clegg’s opening speech to the Liberal Democrat conference, as my train made its way towards Glasgow, one line immediately stood out. The Deputy Prime Minister was soon to refer disparagingly to “some people in our party” who “don’t like us being too nasty to Labour”.

It was an unmistakable reference to my interview with Tim Farron in last week’s New Statesman, in which the Liberal Democrats’ president told me: “I really like Ed Miliband, so I don’t want to diss him. I don’t want join in with the Tories, who compare him to Kinnock.”

Referring to the unsuccessful 2011 Alternative Vote campaign, Farron added: “He wouldn’t share a platform with Nick, so he ended up with me, poor thing. I like the guy.” That Clegg took exception to the comments was not surprising; Miliband has repeatedly suggested that his head would be the price of a future Labour-Lib Dem coalition.

Two hours later, as Clegg walked out on stage, I waited in anticipation for his rebuke to Farron, the darling of the party’s left. But as he approached the relevant passage, the line was softened to “but let’s not be too nasty about Labour”. For the sake of party unity, Clegg retreated from an attack on his most likely successor as leader.

After I broke the news on the NS’s Staggers blog, the party leader’s team politely informed Farron’s staff, who responded with amusement. When the Lib Dem president signals his preference for a coalition with Labour over another with the Conservatives, he does so in the knowledge that he speaks for most of his party’s members. A poll for the grass-roots website Liberal Democrat Voice this month showed that 54 per cent of party activists would prefer a post-2015 alliance with Labour, compared to just 21 per cent for the Tories.

In his own speech earlier that day, Farron, the Lib Dems’ finest platform orator, had spoken ambitiously of his desire to “build and lead a new consensus”, in a resurrection of the pre-2010 language of progressive realignment. Should Labour become the largest party after the next general election but fall short of a majority, he has positioned himself perfectly as a Lib Dem Miliband can do business with.

Margaret Hodge against the world

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Caroline Crampton speaks to Margaret Hodge about the Google, the BNP and the "loony left".

Margaret Hodge is very sure of what she is trying to do. “I want to change the world,” she tells me over a mug of tea in the front room of her home in Islington. She is deadly serious.

As the chair of the House of Commons public accounts committee (PAC), Hodge is in a good position to realise her ambition. The PAC’s dry, procedural-sounding remit to examine “the accounts showing the appropriation of the sums granted to parliament to meet the public expenditure” gives her latitude to investigate every aspect of our government’s finances. When she speaks, everyone from Google executives to the BBC’s senior management pays attention.

Hodge is the committee’s first female chair, as well as the first to be elected, rather than appointed. Although she was a minister for 11 of the 13 years of Labour government under Tony Blair and Gordon Brown, she feels that what she does now has a greater impact. Issues such as tax avoidance by companies including Starbucks, Google and Amazon and, more recently, the pay-offs for BBC executives have resonated with the public.

She works hard – particularly since the loss of her husband, Henry, to cancer in 2009. “I’m on my own now, so that’s become a way of managing my life, focusing my life. I put a lot of work in.”

Hodge has recently enjoyed a surge in popularity, yet she cannot escape the legacy of her time as a minister – the firstreport the PAC published under her leadership looked at the failings of a welfare-to-work programme that she had helped to design.

Taking on Labour’s failures isn’t new to her. At the 2010 general election, she fought the “Battle for Barking” against the BNP (the party’s leader, Nick Griffin, stood against her). “I really think they [the BNP] had a chance of taking over the council and taking my seat . . . The underlying issue was Labour’s failure to connect with people on local concerns. We looked inwards; we didn’t look outwards.”

Hodge went on to double her majority in Barking; the BNP lost all 12 of its seats on the council. The answer to the kind of concerns that led to Griffin’s popularity, she says, is to focus on fairness. “If you’re coming in as an economic migrant, you’ve got to work your time, you’ve got to earn your rights, and I think people get that, whatever your race. For instance, access to social housing ought to be based on how long you’ve lived in the area, not just your need. When I first said that in 2008, it was very controversial but that’s the way you deal with racism.”

The role of PAC chair has freed her from party politics. Though still a Labour MP, she no longer attends Parliamentary Labour Party meetings and relishes the freedom to speak her mind. Once, during a committee hearing, she threw Google’s corporate motto – “Don’t be evil” – back in its executives’ faces, declaring, “I think that you do do evil.”This outspokenness isn’t new. “I say it as it is. That’s the joy of being my age [she is 69]. I’m not trying to climb any greasy pole any more. It always used to get me into trouble but now, in this new role, it’s a positive.”

Would she ever consider returning to the front bench? “I don’t think so. I’ve got lots of ambition . . . but I don’t think I could go back to that. Your life has to move forward.” Hodge speaks proudly of her socialism – formed, she says, by her background as an immigrant Jew, which had always made her feel like an outsider. Her family came to Britain in 1949 from Egypt, where increasing Arab-Jewish tensions after the creation of Israel made it difficult to stay. Laughing, she says of her father: “If he was alive today, I think he would be completely gobsmacked by me being such a member of the establishment.”

Before she entered parliament in 1994, Hodge worked for a decade as the leader of Islington Council. She and her Labour colleagues were nicknamed the “loony left”. Her handling of a child abuse case at a council care home (for which she has since apologised) is what her tenure there is principally remembered for, but she feels that a lot of the council’s other work has “stood the test of time”.

“We did a whole load of stuff around the equalities agenda that was thought to be off the wall at the time and which is now absolutely mainstream. We invented Sure Start [in Islington] . . . We worked on maternity rights, which were terrible at the time. All this stuff about one-stop shops for services – we created them.”

She has a long political career behind her but Margaret Hodge isn’t done yet. She will be standing again in 2015 and says: “We’ll just have to see what the electorate does.”

After all this time, has she worked out how to change the world? She smiles. “I haven’t got an answer but I’ve got a question,” she says.

Quantitative easing has rigged the market, boosting company profits

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We can't go on like this...

In the history of industrial relations the clash between workers and management has always come down to: "How can we be paid more for less work?". This applies to both sides of the employment divide. The Tolpuddle Martyrs, the first union members, were created out of a strike to prevent a pay cut and ever since then all industrial disputes have had at their heart wages and hours worked.

Karl Marx recognized the conflict and condensed it into the "‘Exploitation Rate" which essentially asks the question: ‘How many hours a day does it take for capitalism to make a profit?’ The more hours a day that a capitalist extracts from each worker in excess of what is needed to cover the cost of production, the greater the Exploitation Rate. Capitalists seek to maximize it, workers seek to minimize it.

At least conceptually the Exploitation Rate is a useful way to frame your thoughts around the relationship between capital and labour. But also it’s actually possible to get an idea how it has changed over time especially since the onset of the recent financial crisis. Using averages of hours worked, people employed and the profits made by US companies as a whole you can get a handle on the time at which, on each working day, on average, America begins to make a profit. In 2006 it was about 12:30pm. But since then it has dropped to about 11:45am which might not sound like very much but in the context of the working day it is an 8 per cent increase in the Exploitation Rate.

This effect has allowed American companies to start pumping out profits even in the midst of one of the worse recessions that the Western world has ever seen – the stock market has risen by over 90 per cent since its 2009 trough, while real wages have increased by only about 1.5 per cent. Workers now work longer and for less and the divisions between capital and labour have increased.

We have a terrible tendency to believe that everything in economics reverts back to some kind of historic norm. This isn’t surprising given that our experience confirms this; all recessions are mere blips and normal service can be expected to resume after a brief period of time and we return to a path of enduring and rising prosperity. But something has changed in our economies; the nature of employment is fragile – underemployment through increased part-time working, zero-hour contracts and no-pay internships have fundamentally reduced the bargaining power of labour. Rising pay isn’t going to be the thing that starts to reduce the Exploitation Rate.

So, if the Exploitation Rate is going to decline again, the only thing left is an increase in company costs. Western economies (particularly the US and UK) have benefited from ultra-low interest rates since 2008. Long-term borrowing costs have been kept low by the use of unconventional monetary policies like quantitative easing (QE). The markets have, effectively, been rigged in favour of stock owners and corporate bond borrowers and to the disadvantage of savers who receive a fixed income from the bond markets. It’s another factor that has increased the Exploitation Rate as interest payments haven’t eaten into profits.

But this is set to change. The UK has stopped its QE program and the US is seeking an exit strategy from their Gargantuan pump-priming policy. So if there is a threat to company profits, and by extension the stock markets going forwards, it comes from the right-sizing of bond yields and not from the pay demands of workers.

To reinforce this, the shock decision by Larry Summers to withdraw as a candidate for the top slot at the Federal Reserve caused bond yields to fall, the US dollar to weaken and stock markets to rally. Summers had been associated with stopping the process of QE earlier than his rival, the current deputy chair Janet Yellen. The episode only serves to reinforce the idea that we have a set of asset classes hopelessly dependent on the continuation of a policy that serves no purpose other than to perpetuate a collective desire to avoid reality. If I was Larry Summers I’d be pretty happy right now – at least I won’t now go down in history as the guy who bust the stock market.

Source: Bloomberg

Five questions answered on the drop in UK retail sales in August

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Why the fall?

According to figures from the Office of National Statistics (ONS) retail volumes fell in August despite analysts expecting a rise. We answer five questions on the surprise drop.

By how much did retail sales fall in August?

They fell by 0.9 per cent according to the ONS. This was a surprise for analysts who expected a 0.4 per cent increase.

What’s responsible for the fall?

The ONS said the fall was due to consumers reining in spending, particularly on food.

Sales of food fell by 2.7 per cent in August compared with the month before.

Morrisons last week said higher levels of spending it had seen in London were not reflected in other parts of the country.

How do August’s figures compare to last year?

These latest figures, which are based on a monthly survey of 5,000 UK retailers including all large retailers who employ 100 people or more, are still up on the same time last year.

They’re 2.1 per cent higher than August last year, when the Olympics affected spending.

What does this all mean in relation to the economy?

Retail figures are considered an indicator of consumer confidence and the economy as a whole. The retail sector actually accounts for around 6 per cent of the UK economy.

However, according to latest estimates the economy grew by 0.7 per cent in the second quarter of the year.

What do the analysts say?

David Tinsley, UK economist at BNP Paribas, speaking to the BBC said:

"It is probably a sign that upbeat expectations were getting a little out of whack with what the economy is capable of delivering," he said.

"If there is an ex-post rationale for the decline in sales, it seems to be largely down to the weather. Food sales were exceptionally strong in July... as the temperature improved markedly. While August was also pleasant, that level of sales was probably difficult to sustain."


Facing up to the capacity crunch

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Talk of demand, competition, connectivity and the economic and environmental consequences of air travel dominated a New Statesman-hosted debate on the future of aviation.
Graham Brady, MP for Altrincham and Sale, and chairman of the Conservative backbench 1922 Committee, is recalling the first time he truly engaged in the airport expansion debate. It was during the final years of the last Labour government when the Conservative opposition shifted its position on a proposed third runway at Heathrow. 
 
“I was very concerned that we might be setting back the achievement of capacity which was obviously much needed in the south-east,” Brady said. 
“I got the then shadow secretary of state [for transport], Theresa Villiers to give an absolute assurance that the fact that we were opposing the third runway at Heathrow did not mean that we were opposed to capacity in the south-east. Theresa gave that assurance very 
graciously and then spent the next 18 months travelling around the south-east and ruling it out in every constituency where it could happen.”
 
Brady was speaking as the principal guest at a round table debate – “Rethinking the debate on aviation capacity: competition and the passenger” – hosted by the New Statesman earlier this summer. And although we will have to wait until after the next election before we get a 
final decision on airport expansion, the round table proved timely coming days before the major airports (and those behind new airport projects that are being proposed) presented their detailed recommendations to Sir Howard Davies’s Airports Commission. The commission will present its initial recommendations before the end of this year and will deliver its final recommendations in the summer of 2015. 
 
Meeting the need
The New Statesman aviation capacity debate covered a lot of ground. Topics included the economic and environmental impact of delivering extra capacity; the benefits of competition; and the arguments for and against a hub airport, a constellation of airports and a variety of other models designed to solve the coming capacity crunch. Indeed there was only one issue which generated near-universal agreement: namely that inaction was not an option. 
 
“My principal argument is that after sixty years we really need to get on with something,” Brady told his fellow panellists during his opening remarks. “My principal concern is that we get the capacity. My second concern is that we should do it as soon as soon as is reasonably possible for economic purposes.” For Gatwick chairman Sir Roy McNulty, the argument for extra capacity had been “staringly obvious for the last twenty years and it’s no less obvious today.”
 
McNulty then summarised why he believed that Gatwick’s preferred solution – a constellation of three two-runway airports across London and the south-east – has “significant merit”. “It will deliver airport competition. And competition delivers more passenger choice, better service, lower fares,” he argued. “Of [all] the airport concepts, the constellation is certainly likely to be more resilient to disruption. We’ve seen what happens at Heathrow over and over again [when there is disruption]. And if you put all your eggs in one basket resilience inevitably suffers. And we’re certain that our proposal has less environmental impact than expanding Heathrow . . . finally we believe that our proposition will be affordable. It will be possible to finance it privately rather than from public funds.”
 
Levels of demand
Underpinning Gatwick’s proposition and that of its competitor airports is a predicted capacity crunch. According to the Department for Transport forecasts UK passenger number will most likely reach around 480 million passengers a year by 2050 if there are no constraints on capacity. If there are constraints (in other words, no new runways) there will be a shortfall of 35 million passenger spaces by 2050 across the whole country. Moreover, the aviation industry believes the crunch will hit the south-east as early as the mid-2020s.
 
But how trustworthy are these numbers? Ian Kincaid, vice president of economic analysis at InterVISTA Consulting, urged a degree of caution. He noted that there are significant examples where forecasting proved inadequate. “St Louis thought they were going to be a massive airport. [Then] TWA went bust.” But he added: “The absolute level of that demand is uncertain but even on the low side of things, there’s still a need for additional capacity.”
 
The Airports Commission’s stated remit is “to examine the timing and the scale of any requirement for extra capacity” which provides at least some wriggle room for it to conclude that there is no such requirement. 
 
Asked if anyone disputed conventional thinking that extra capacity was essential, Simon Calder, travel correspondent of The Independent (and “avid consumer of the aviation services from across the London airports”) offered this: “When Heathrow says, ‘We are 98 or 99 per cent full’ what they mean is ‘of the allowed slots, 98 or 99 per cent of those are full’. What they don’t continue to say is, ‘but if you were to extract the maximum value . . .  you could certainly squeeze maybe 10 or 15 per cent more operations in or out.’”
 
“Heathrow isn’t full, Gatwick isn’t full. And overall, south-east England has, when you look at it holistically, too much capacity. And Britain has far too much capacity.”
To take that argument to its logical conclusion, does that mean the UK could manage without any new runways? 
 
“We will survive for eight to ten years without building any new runways,” said Calder. And beyond that point? 
 
“It would be uncomfortable but not unmanageable.”
 
Business impact
Unsurprisingly perhaps, that view wasn’t shared around the table. Adam Marshall, director of policy and external affairs, British Chambers of commerce, said the collective opinion of the business community was quite clear. “We think there is a massive constraint on capacity in the south-east,” he said. “Yes there are things we can do in the short term with what we’ve got but these assets need to be expanded.”
 
How short term is the short term? “Well, the short term has been sort of rolling five year cycles for the past forty years, hasn’t it? My big concern is that we’ll go into another one of those five year cycles quite naïvely and not do anything. Unless we all are [actively] in favour of extra capacity, in the south-east in particular, we’re going to end up doing just that, nothing.”
 
Meanwhile, John Dickie, director of strategy and policy at London First urged the government to let the airports get on with expanding. He characterised the approach to aviation capacity as “dirigiste mass central planning” and drew a parallel with retail sector suggesting that it would be absurd if Westfield was prevented from building a shopping centre in Croydon just because it happened to have one in West London. Similarly, letting airports expand at their own cost “is a pretty sensible thing to do”.
 
“Business firmly believes we need better connectivity, growth to grow the economy,” Dickie said. “We are an island nation. London is a great trading city. If you do not have great connectivity, how does that work for you? And that connectivity is going to be principally by air.”
 
Hub vs point-to-point 
Some believe that connectivity can be delivered only via a hub airport. Both a future Thames Estuary airport, proposed by London Mayor Boris Johnson, and an expanded Heathrow are predicated on this model. It assumes a significant number of passengers are transferring – neither beginning nor ending their journey in London – rather than travelling from point-to-point. Graham Brady, for one, is persuaded by the merits of a UK hub airport. “Increasingly we’re seeing people fly point-to-point – that’s a good thing. Where it’s sensible, sustainable, where it fits with the types of aircraft becoming available and so on,” he acknowledged. “But we’re also seeing people hubbing from UK regional airports to somewhere other than the UK. Whether it’s flying from Manchester to Schiphol or flying from Newcastle to Dubai in order to connect to ongoing flights. So, I’m entirely happy for Gatwick to have a second runway (the sooner the better) but I do think we need a hub airport as well.”
 
It was a point picked up by Shamal Ratnayaka, principal transport planner, aviation, at Transport for London. “In terms of short haul, you’re completely right – there’s a move towards point-to-point traffic,” he said. “But with long haul you see a move in the other direction: a concentration towards fewer, bigger hubs where Amsterdam, Heathrow (albeit imperfectly), Charles de Gaulle and Frankfurt are dominating the market.” 
In response, McNulty pointed out that London is the largest “origin and destination” market in the world. “It is the best connected city in the world and I don’t think anybody is arguing that we’re the best connected because we had the best hub for the last twenty years. So clearly there’s not a direct link between hub capability and connectivity.” 
 
Looking ahead he claimed that between the mid-2020s and 2040, 87 per cent of travel will be origin and destination; 60 plus per cent to Europe, 70 per cent short haul. Part of this is a reflection of current habits and part is the emergence of new aircraft like the Boeing 787 and the A350 which can take passengers point-to-point over very large distances. “We’re in danger of getting fixated on the minority of traffic and not looking at the majority.”
 
Kyran Hanks, strategy and regulation director at Gatwick Airport, added: “If you’d gone with the hub argument ten years ago, you wouldn’t have the 
most successful British airline based at Gatwick, which is EasyJet. You wouldn’t have the biggest European air line based at Stansted, which is Ryanair.”
 
Economic impact
One of the arguments against building a new airport to the east of London is the damage it would do to the west of London. It was a point neatly captured by The Economist earlier this year when it noted in an editorial: “If the purpose of airport expansion is to help lay the foundations for faster economic growth, then sabotaging one of the country’s most successful business clusters is an odd way to go about it.”
 
In response Ratnayaka, who is advising the Mayor of London on airport strategy, said: “Does Heathrow need to close? It needs to reduce in scale. There are advantages in closing it, not least the regeneration potential of that site. But we have to decide, if we need a hub airport, where do we have it? 
 
“Munich closed their airport and moved one out. Hong Kong is another example. The French, as always several years ahead of us, opened Paris Charles de Gaulle back in the 1960s and it is now one of the most successful airports in the world. And Charles de Gaulle has the capacity to expand and has the capacity to offer optimised connections in a way that dwarfs Heathrow.”
 
Adam Marshall disputed this reading of events. “I don’t think any of those arguments about other cities reflect the situation we have in London. What we have is an existing, mature airport system. In Hong Kong for example, one airport was closed to make way for another. Talk about capacity constraints, that was a real capacity constraint as you roared over the department blocks.” 
 
“The concern I have with the argument that we can suddenly displace all of our aviation activity eastwards is economic geography.” Marshall pointed to overseas companies that had chosen to locate their regional headquarters in the Thames Valley, along the M4 corridor and along the M23 to be near Heathrow and Gatwick. 
 
But won’t businesses simply adapt to the new economic geography if a Thames Estuary airport gets the green light? 
 
“What a lot of them tell us is that they’ll just go elsewhere, because it’s just too uncertain here,” Marshall said. “They can have their European headquarters just as easily on a massive industrial estate near Schiphol airport [in Amsterdam] which they know is still going to be going to be there and is extremely well connected.”
 
Noise pollution
If Boris Johnson is struggling to win over the business community to the advantages of an Estuary airport, then Heathrow is equally struggling to convince those concerned about the environmental impact extra flights will cause. A recent Airports Commission paper sought to express noise pollution – that’s 57 decibels and above across a 16-hour flying day – per passenger flown. By that metric, Stansted serves 12,467 passengers for every local resident affected by noise; Gatwick serves 9,233; and Heathrow 281.
 
“I think noise is the biggest single challenge for Heathrow to overcome,” conceded John Dickie. So is there a viable solution to the problem? “There are ways in which you can manage the noise envelope through technology. There are ways in which you can manage the impact on local people by the way you schedule flights.” Dickie encouraged imaginative thinking” and suggested that by removing a small number of flights that land early in the morning Heathrow could make a huge difference to its noise problem. 
 
“One of the things that we’ve argued for in the past is that there should be independent regulation of noise at Heathrow. There should be a cap and an envelope. And the airports and airlines should be required to work within that.”
 
Landing times
Roy McNulty accepted that there are a number of technology and scheduling solutions that can alleviate noise, “but in the list of the things you can do, doubling the number of flights is not one of them.”
 
Shamal Ratnayaka insisted the scheduling problem was insurmountable. He said passengers from the key economies the UK is looking to trade with wanted to arrive early in the morning. He pointed to British Airways and Cathay Pacific flights from Hong Kong, many of which arrived at between 4.30am and 6.30am “They don’t do that because that works operationally for them, they do that because that’s where the demand is.”
 
Simon Calder disagreed. “I really don’t think any of us ever wants to arrive at Heathrow at 4.30 in the morning.” Far better, he said, to arrive at 7.00am when more connecting services are available. The pressure [for these earlier times comes from] the departure airports where flights need to take off before midnight.”
 
Turning his thoughts to Gatwick, Ratnayaka argued that the airport lacked the economic incentives it can offer airlines to truly compete with either Heathrow or a new hub airport. McNulty accepted yields were higher at Heathrow which made it more profitable for airlines. “What goes with that are higher fares,” he said before asking rhetorically: “Why do we think that’s a good idea?”
 
McNulty pointed to studies in the United States that showed higher fares  were a typical outcome when a city had a dominant airport. The US studies suggested that fares were 10-20 per cent higher when that was the case.” His point was underscored by Ian Kincaid, who advised Gatwick on its submission to the Davies Commission. Kincaid cited extensive research in the United States of large airports dominated by network carriers. This research found that dominant airlines were often able to extract a “hub premium”. Even allowing for a higher proportion of business travellers (who are typically less price conscious than leisure travellers) and other factors, this hub premium varied between 5 and 10 per cent, Kincaid said.  
 
For his part, Ratnayaka said that US comparisons should be treated with caution because hubs over there tended to be dominated by one carrier – controlling up to 70 to 80 per cent of the market. By comparison the likes of British Airways were not dominant. “Even after the [acquisition of BMI] BA’s share [at Heathrow] is smaller than Lufthansa’s or Air France’s at their hubs.”
 
Competition
Ratnayaka argued that the flaw in Gatwick’s “constellation” model (two runway airports at Heathrow, Stansted and Gatwick), is that it simply replaces Heathrow’s monopoly with “a sort of oligopoly, which is very nice if you’re one of the owners of those three airports but it doesn’t deliver open competition.”
 
“The way to encourage competition is not to have the competition fixed by the infrastructure provider but by those using the infrastructure, the airlines.”
 
Kincaid disagreed, pointing to the how the cost of flights from London to Dublin had fallen dramatically over the last two decades following the entry of Ryanair in to the market, using Stansted and Gatwick. British Airways has since re-entered the Dublin market through its acquisition of BMI, offering very competitive fares. On this route, effective competition is being provided by airlines operating at different London airports.  
 
Adam Marshall added: “I don’t understand why there would be a problem having competition around both infrastructure operators on the one hand and airlines on the other. That’s a perfectly reasonable assumption providing the regulatory framework is there so everyone actually has a chance to compete.”
 
The Independent’s Simon Calder said his opening remarks notwithstanding, he wanted more capacity simply because “as a customer I want to see competition flourish.” He added that airports and airlines should “consider a change of model” when addressing the connectivity issue. A straight point-to-point versus conventional hub approach was a limited way to think about the problem, he said. Instead he suggested low-cost, predominantly short haul carriers like EasyJet should consider “interlining” (code sharing) with other carriers. 
 
In his closing remarks, Roy McNulty said that one of the strongest lessons to emerge from the debate was “the need to avoid thinking that we can predict the future precisely”. For Graham Brady the two big themes were capacity and competition. “Let’s allow competition and let it flourish for the benefit of passengers and business.” 
 
Jargon Buster
 
Aircraft movement
Any aircraft taking off or landing at an airport. For airport traffic purposes one arrival and one departure are counted as two movements.
 
Aircraft stands 
A designated area for aircraft parking. Although the term suggests fixed stands, it is increasingly used as a catch-all to describe a fixed apron, an air bridge or a remote stand.
 
Capacity
When an airport reaches capacity it is no longer able to deal with the flow of passengers and cargo without delay and inconvenience. This can be influenced by a number of factors beyond physical capacity such as restrictions on overnight take-off and landing, the number of aircraft movements (see above) allowed within a certain time period and so on.
 
Connection 
Also known as a transfer; the ability to change from one flight to another on the way to an ultimate destination. The connection could be between two different flights operated by two different airlines, or different flights operated by the same airline. 
 
Connectivity 
Defined by the Airports Commission as the ease with which a potential passenger – whether for business or pleasure – can travel from A to B. Factors that need to be taken into account here are the location of the airport, cost of flights, time of flights and whether the journeys are direct or require a transfer.  
 
dB LAeq 
A measure of noise which refers to the equivalent continuous level. In simple terms it is an attempt to convey an average across a period of time. As applied to the noise around an airport that means across 16 operational hours between 7am and 11pm. A measure of noise dB(A) is a measure of a noise event at the maximum sound level. 
 
Hub
An airport that has a high volume of flights that allow passengers, who have flown into that airport, to travel on to another destination. 
 
Journey
Refers to travel from origin airport to destination airport. The journey might be direct (see “point-to-point”) or it might involve a transfer or connection. 
 
Origin and destination 
The origin refers to the airport at the beginning of each leg of a journey and the destination is the endpoint airport of each leg of the journey
 
Passenger
With the exception of members of the crew, refers to any person carried or to 
be carried in an aircraft with the consent of carrier.
 
Point-to-point 
Where a passenger travels directly to a destination and where the airport is either the starting point or the end point of an air journey.  
 
Split hub
Sometimes referred to as a “dispersed” hub where the facility of changing planes to complete a journey is provided by two or more airports within close proximity, often within a major city.
 
Transit 
Passengers who arrive at an airport and leave on the same plane rather than transferring to another service or ending their journey. 
 
Transfer 
Changing from one plane to another en route to the passenger’s ultimate destination. This may involve two different airlines or two different services from the same airline. 
 
2-2-2 
Refers to a proposed “constellation” of three two runway airports: Gatwick, Stansted and Heathrow.
 
This New Statesman round table, in association with Gatwick Airport, took place on 10 July 2013 at Portcullis House adjoining the Houses of Parliament. 
 
 

 

Why Labour can't wait any longer to pledge to scrap the bedroom tax

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After surfing a new wave of outrage against the measure, the party can't turn back this time.

Today provides further evidence that the bedroom tax is proving one of the coalition's most pernicious policies. A survey by the National Housing Federation of 51 housing associations has found that more than half of those residents affected by the measure (32,432 people), fell into rent arrears between April (when the policy was introduced) and June, a quarter of those for the first time ever. 

Ministers have defended the policy, which reduces housing benefit by 14% for those deemed to have one 'spare room" and by 25% for those with two or more, on the basis that it will encourage families to downsize to more "appropriately sized" accommodation. But they have ignored (or at least pretended to ignore) the lack of one bedroom houses available. In England, there are 180,000 social tenants "under-occupying" two bedroom houses but just 85,000 one bedroom properties available to move to. Rather than reducing overcrowding, the policy has largely become another welfare cut, further squeezing families already hit by the benefit cap, the 1% limit on benefit and tax credit increases (a real-terms cut) and the 10% reduction in council tax benefit. 

David Orr, the chief executive of the National Housing Federation, said at its annual conference today:

"This is the most damning evidence yet to show that the bedroom tax is pushing thousands of families into a spiralling cycle of debt.

"If these figures are replicated nationwide, over 330,000 households could already be struggling to pay their rent and facing a frightening and uncertain future.

"What’s more, people can’t even move to smaller homes to avoid the bedroom tax because there aren’t enough smaller properties out there. Housing associations are working flat-out to help their tenants cope with the changes, but they can’t magic one-bedroom houses out of thin air. People are trapped.

"What more proof do politicians need that the bedroom tax is an unfair, ill-planned disaster that is hurting our poorest families? There is no other option but to repeal."

In response, Labour has issued its fiercest condemnation yet of the policy, with Liam Byrne declaring: 
These appalling figures prove once and for all that while this government stands up for a privileged few, a debt bombshell is exploding for a generation of people. While the nation's millionaires get a huge tax cut, thousands more now confront arrears and eviction from which they'll never recover. This is final proof as if we needed it, that the hated tax must be dropped and dropped now.
To date, Labour's criticism of the measure has been blunted by its refusal to pledge to repeal it if elected. At a recent session of PMQs, fixing his glare at the party's frontbench, David Cameron scornfully remarked: "You have ranted and raved about the spare room subsidy. Are you going to reverse it? Just nod. Are you going to reverse it? Yes or no? Absolutely nothing to say, and weak with it." 
 
But Byrne's words ("the hated tax must be dropped and dropped now") come as close as possible to committing Labour to abolishing the measure without actually doing so. Next week's conference is an opportunity to go one step further. While achieving economic credibility, Labour also needs policies that convince voters that it represents a genuine alternative to the coalition. A pledge to repeal the bedroom tax (which the public opposes by 48 to 40%) is a perfect example of the latter. And as Raf reveals in his column this week, Miliband will use his speech to outline policies that Labour "will definitely do if elected", signalling an end to the refrain "if we were in government now".
 
The main obstacle to promising to scrap the bedroom tax now is its cost. While the measure may well end up costing more than it saves, by forcing social housing tenants into the private sector (putting further strain on the housing benefit budget) and by increasing rent arrears, it's too early to prove that's the case. That means the repeal of the policy, which the DWP states will save £505m this year and £540m the next, will need to be funded through cuts or tax rises elsewhere. For Ed Balls, the man charged with preventing a 1992-style assault on Labour's "black hole", that is good reason for caution. 
 
But that challenge must be weighed against the danger of Labour raging against a policy while dithering on whether or not to keep it. Miliband's mantra is "credibility and radicalism" but while there's been plenty of the former in recent months, with Balls's decision to accept Osborne's current spending limits, many in the party feel there's been too little of the latter. At this year's conference, that will begin to change. And having surfed a new wave of outrage against the bedroom tax, Labour can't turn back this time. 

 

Why David Cameron really is worse than Voldemort

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We've seen a lot of so-called progress in the last few years - but when you really look at the facts where women are concerned, it looks like we may be going backwards.

It’s a strange beast, progress. Like sitting on a train in a tunnel, unsure whether you’re moving or not, it can be hard to get one’s bearings. Sometimes, you might even be going backwards and not realise it.

The quest for women’s rights is a bit like sitting on that train, and quite frankly, it’s not so much of a suped up supervoyager (when nature calls, these high-tech, high-speed Virgin trains now genuinely have toilet robots which tell you ‘hilarious’ jokes about what you can and can’t flush), than it is like something from Arriva Trains Wales. It’s filthy, it crawls along at a snail’s pace, and it only ever takes you as far as fucking Crewe.

We’ll stop with the engine analogies lest someone mistake us for enthusiasts, but there is a point there. The assumption that we’re always moving forwards, slowly throwing off shackle after shackle of patriarchal norm, isn’t actually the case. We’re not saying that things are so bleak that we’re all at risk of becoming 1950s housewives, poised to re-don our pinnies, set our hair, and get cracking on the pavlova - not quite. To our grandmothers, progress looks like the Great British Bake Off (men! In jumpers! Making giant pouffy meringues! And loving it), but if things could, you know, jog on a bit, then that would be ace.

Thing that happened: An Indian American Woman won Miss America

But that’s progress, right? Well, ish. Say what you want about Miss America (OK, we will: it’s an outdated, steaming shit of an event which has women flouncing up and down in bikinis like tap-dancing barnyard animals and pretending that they’ve ‘always had a passion for world peace’), but this is a triumph for diversity, and the fact that an Indian medical student won the crown represents the melting pot that is the United States of America. Hey, maybe it even shows the American Dream in action. Right?

Well. As the comedian George Carlin quoth, it’s called the American dream because you have to be asleep to believe it. And there seem to be a hell of a lot of sleepy racists out there. Some feminists were this week confused as to what they should be more angry about: the fact that Miss America exists in the first place, or the deluge of racist abuse that aspiring doctor Nina Davuluri received on winning (clue: both are rubbish). Questions as to whether Davuluri was ‘American enough’ to be Miss America of course completely ignored the fact that everyone in that mass of a country was an immigrant once, bar of course Native Americans (FYI, the first Native American winner was in 1926. They didn’t even let black women compete until 1970.)

Thing that happened: Playboy published a party guide that was all about consent

But that’s progress, right? It would have been incredible had it been real, but it was the work of a group of anti-rape culture college hackers (the same guys were responsible for tricking everyone into believing that Victoria’s Secret had brought out a line of anti-rape ‘panties’ in 2012). Labelled the ‘Playboy 2013 Top Ten Party Commandments’, the document poses as a student’s guide to good sex which, ‘Playboy’ says, involves ‘asking first’. Hugh Hefner even declared himself a feminist in a mock question-and-answer session.

Unfortunately, Playboy still exists, and it’s busy concentrating on things other than sexual consent. Things like announcing that Kate Moss is to model nude for its cover to celebrating its fortieth birthday, hosting parties for disappointing Vogue editor Alexandra Shulman (we thought better of you, we really did), and invading Gymboxes around the country with its ‘Playboy Bunny Bootcamp’ and new form of BMI (‘Bunny Measurement Index’ – vom). Apparently, the Playboy brand is still set to be a part of our consciousness for a very, very long time. What the hell, 2013?

Thing that happened: France has moved to ban child beauty pageants

But that’s progress, right? As probably the best response ever to a row with Vogue magazine which saw the fashion rag dress up a bunch of ten year olds in tight clothes and heavy make-up, the French Parliament voted ‘non’ to creepily dressing kids up like their own Barbie dolls. The bill protects the under-16s from not only appearing in the pages of Vogue with peacock feather eyelashes, but also from being marketed child-size products from the sexy adult world, such as padded bras and high heeled shoes.

Unfortunately, as you can probably deduce from the whole Miss America charade, beauty pageants for ‘adults’ (let’s face it, teenagers) still abound everywhere. And anyone who’s sat down to a relaxing session of ‘Toddlers and Tiaras’ knows that the government in the US and UK haven’t been quite as enlightened as France.

Thing that happened: Theresa May was appointed to David Cameron’s cabinet as Home Secretary, one of only four women to hold one of the Great Offices of State. The cabinet boasts three other formidable females, and has benefited in the last few years from the voices of enthusiastic female MPs such as Louise Mensch.

But that’s progress, right? As an organisation that has never been particularly friendly to women yet brought us the first female Prime Minister, feminism’s relationship with the Tory party has always been ambivalent. And while enough Conservative supporters have brought up the four women in the cabinet with us as proof that the historically misogynistic state of Tory Towers is ‘improving’, it’s, well, four women. Four women who aren’t exactly flying the flag for women’s rights. As @Sophia_Phan pointed out on Twitter recently, even Voldemort had more women in his cabinet. We’re not outright saying that therefore David Cameron should get a tattoo saying ‘Worse than Voldemort’ across his neck, but in the event that he did come to this fully autonomous position, we’d be fully supportive.

On the bright side, Mumsnet’s survey into the political affiliations of women shows us deserting the Tories in our droves. Most of us would rather vote Labour, whose shadow cabinet is a lot more female-friendly (and has therefore been given the affectionate term ‘Millie’s Fillies’ by the Daily Mail.) Cameron take note: we can and will vote with our feet.

“I started out cleaning Freddie Laker’s planes”

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Simon Calder, the Independent’s travel correspondent, talks capacity myths, his first job in travel and a love of Singapore’s Changi airport.
Where do you stand on the aviation capacity debate? 
I’d politely suggest predictions of the imminent demise of British aviation have been exaggerated. Listening to parts of the debate it’s interesting how it’s described as a terrible capacity crunch when in fact we’ve actually got a bit too much capacity – it’s just in the wrong places. And I joyfully celebrate every time I board a plane how lucky we are to have such a competitive, low-cost aviation sector. And because everybody wants to fly into London we have better fares than one would predict. To take a brief example, London to Melbourne (just about the longest journey you can make from the UK) costs £900 direct which is about 40 per cent, sometimes 50 per cent, less than a Melbourne resident would pay. Things will get even better once you begin to erode the market distortion caused by having Heathrow at effectively its declared capacity.
 
Are you saying that the capacity crunch is overstated? That it doesn’t exist?
Heathrow has no spare capacity under its current rules and operating regime. The only way to get proper competition in 
a meaningful way is to have spare capacity in parts of the system that do not have spare capacity at the moment. 
 
And where are those parts?
So Gatwick has bits [of capacity] around the edges which is fine. Heathrow has plenty of spare capacity; it is currently about 80 per cent of its ATC [air traffic control] potential capacity within the hours of operation. So when [Heathrow] says they are 98 per cent full what they mean is that “we use 98 per cent of the slots that we are allowed to use”, which is a completely different metric. 
 
So given that competition will only flourish where there is spare capacity, we do need some spare capacity and that might involve building a third runway at Heathrow. It might involve building a second runway at Gatwick; it could conceivably involve building a second runway at Stansted but I think we’re looking at another twenty, thirty, forty years for that.
 
Might that involve building no new runways at all?
Only with the sorts of command economy decisions that we are not going to see. 
So we’ve got plenty of capacity but we haven’t really got it where people really need it. And it’s difficult to see where Gatwick can begin meaningfully to compete with Heathrow while we have the 
current alignment of runways. 
 
When people talk about connectivity they tend to elide this with talk of a single hub airport…
But these people who talk about connectivity tend to be politicians – who have their own reasons to do all sorts of things – and Heathrow airport.
 
Are they wrong to talk in those terms?
Let’s just take a step back. London is the biggest aviation market in the world and rather more than half that capacity is at Heathrow. So Heathrow is important. But  the figures suggest (or one set of figures suggest) that 37 per cent of people at Heathrow are connecting. Let’s call it a third roughly. But they are not doing that every single day because nine out of ten of people flying in and out of London are origin and destination passengers.
 
Now British Airways would much rather fly everybody between Heathrow and Miami point-to-point because it will get a premium for that. It would rather fly everybody from Heathrow to Moscow point-to-point because it can get a premium for that too. But on a wet Tuesday in November, it’s never going to do that. So therefore they have this great power to turn on capacity, to say to travellers in Moscow and Miami, “Hey, if you work around our schedules, our availability, we will give you a great price.” And that helps fill up spare capacity and aviation has very high fixed costs and very low marginal costs. So that’s a fantastic thing to have and it’s not something Air France or Lufthansa has because they do not have sufficient capacity at their hubs to offer that origin and destination traffic. 
 
British Airways wants lots of point-to-point traffic but it also wants to have the right to lots of connecting traffic and I’m not sure the extent to which of the other airline alliances apart from oneworld really sees London as a potential lone hub rather than just simply a rich source of traffic. 
 
So we’re not talking about the need for a hub, we’re talking about the needs of British Airways. Or is that unfair?
If you want a traditional 20th century hub then the best shot Britain and London has is Heathrow and British Airways. But I’m just not sure whether that’s the right question to ask. You need to be aware of what the 787 might do, of what the Airbus A350 might do in terms of point-to-point. Look at what Norwegian – by far the most radical low-cost airline, far more so than Ryanair or EasyJet – is doing buying 787s and flying them to New York. To say, “Here’s how air traffic works, it’s all hubs and spokes” is not correct. And neither is it correct to say it’s all going to be direct. It’s going to be messy. 
 
What’s your favourite airport in the world?
I’m going to be quite conventional and say Amsterdam Schiphol. I don’t love it just because it has somehow managed to compress a hub into an area where you can actually have simple terminal connections but because they put a bit of the Rijksmuseum in there too. They really thought, “Okay, what do we do in Holland. Well, we do lots of trading; we’re very good at that. Oh, and we had the golden age and produced the world’s greatest art. So let’s put some of that in.”
 
Any others?
[Singapore’s] Changi airport because it’s got a swimming pool on the roof and a cactus garden. And furthermore you can get from Jumbo Seafood on the East Coast Parkway to Changi in about ten minutes in a cab which means you can have the best feast ever and then fly home to London. 
 
And your least favourite airport?
[New York’s John F] Kennedy used to be but not anymore. Sheremetyevo in Moscow is probably top of the list. On the other hand, airports are a means to an end like prisons, like hospitals. [You want to] get in and get out as fast as possible. It doesn’t matter if they are Amsterdam or Changi or Sheremetyevo, you just want to get out.
 
If you could change one thing about air travel what would it be?
Security. 
 
To make it more efficient?
To make it more human. You, and everyone reading this, has no evil intent in their heart but if they fly they will be treated as if they are international terrorists. Ensuring that they don’t have any sharp objects or guns is a forty year old paradigm of how we make the skies safe. 
 
You should be looking at people for their behaviour – and absolutely not their race or religion – to spot some reason to want to enquire a bit further as opposed to frisking people even though they are clearly not going to cause any trouble. You might one day have lounge marshals much like sky marshals: they won’t have guns, they’ll sit around and look around. 
 
Is it true that your first job was as a cleaner at Gatwick?
It was my first job in travel. I’d had a paper round before that. But yes, I started cleaning out Freddie Laker’s planes. And then I started frisking people. 
 
So is that where the love affair with travel began?­­
No, no. That began when I realised I was living in Crawley and I thought there must be better places in the world than this. 
 
Interview by Jon Bernstein

 

The view from Gatwick

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London enjoys world-class air links. With 134 million passengers flying in and out each year, it’s the best-connected city in the world. Yet with a future capacity problem it begs the question: for how long?
Much is already changing in air travel. Low cost carriers continue to gain market share, orders for new long distance, hub-busting aircraft are increasing, and new hubs in the Middle East and Far East are growing rapidly – all of which reduce the relative importance of traditional transfer traffic through London. We have also seen a transformation within London itself. The three largest airports are now separately owned and have begun to compete. This is a real game-changer. 
 
Despite this, we are still told that it is only growth at our largest airport that matters. But London is a world city and destination in its own right: 87 per cent of passengers begin or end their journey here. It’s not a city people pass through. Only 13 per cent of passengers make up the transfer journeys we hear so much about. This proportion is likely to increase in the coming years, which means that despite what the proponents of creating a ‘mega hub’ at Heathrow or in the Thames Estuary might say, the importance of hub passengers in London is exaggerated. 
 
Policy should be framed around the travel needs of all passengers and not dictated solely by those who only want to change planes in London. Transfer passengers are important but they are in the minority. As the Airports Commission looks at  the options, it will need to ensure that any recommended solution is deliverable, environmentally sustainable, and has a strong business case behind it. A degree of political consensus is also key, as is the  need to deliver certainty to airlines, businesses and communities. 
 
Our vision for a two runway Gatwick, as part of a constellation of three major airports surrounding London, is affordable, deliverable, sustainable and promotes competition for the benefit of passengers. 
 
We believe a constellation model provides a better strategic fit for London and for the UK. It could be delivered at a fraction of the cost of a new airport in the Thames Estuary and would generate significantly less noise than a third runway at Heathrow. It will also be the most beneficial option for passengers, allowing competition between airports, better connections and affordability. Twenty two of the world’s 40 busiest cities for air travel successfully employ this model and have more than one airport serving their needs. 
 
Building the next runway at Gatwick would not only solve the capacity issue for a generation but allow us to collectively offer a greater selection of destinations to passengers. We have already invested over £1bn since the change of ownership in 2009. We’ve opened new direct routes to some of the fastest growing economies such as China, Russia and Vietnam. More competition will deliver the enhanced connectivity the UK economy needs. Where there is passenger demand, the market should be able to respond.
 
So far, the needs of passengers have been largely lost in the aviation debate. I believe they should be able to choose where to fly, when to fly, and who to fly with. In the longer term, capacity has to be matched to the passenger need. They want better value fares, new destinations, higher quality airports and more convenient door-to-door journeys every time they travel. Our option will deliver these benefits by creating multiple layers of choice for passengers.
 
Crucially though, noise impacts will be substantially lower than for Heathrow’s plans. A two runway Gatwick will affect fewer than 5 per cent of the people Heathrow impacts today. And unlike Heathrow, we will not breach European and national air quality standards.  
The Airports Commission has provided us with a unique opportunity to look to the future and develop a strategy which will benefit the UK for decades to come. Gatwick expansion will cost between £5bn and £9bn – a fraction of the cost of expansion at Heathrow – and a second runway can be open by 2025. Our runway plans are currently backed by local authorities and business groups. With the right political will, our vision is not only possible but the best. 
 
Stewart Wingate is chief executive of Gatwick Airport 

Issue by issue

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From demand to connectivity, economic and environmental impact, a trawl through the data throws up some interesting insights.
In the run up to the publication of its interim recommendations at the end of the year, the Airports Commission has put together a series of discussion papers around the issues central to the decision-making process. Meanwhile, the House of Commons transport select committee contributed its own thoughts on the matter in a weighty 124-page tome. Here we pull together some of the more telling data, analysis and insights from this body of work.
 
Future demand
Airports in the UK currently serve 221 million passengers a year. Forecasting future growth is always an inexact science but based on the Department for Transport numbers there will need to be capacity to accommodate 320 million passengers per annum in 2030 and 480 million by 2050. These numbers are the “central” forecasts based on unconstrained capacity. In other words, they are constructed on the assumption that additional runways will be built to accommodate additional flights. And as the term “central” implies these figures represent a middle ground in forecasting. On the extremes, 2050 demand might be as low as 350 million passengers or as high as 660 million. 
 
If, on the other hand, there is no extra capacity in the airport system then the constrained capacity across airports around the capital will be 315 million by 2030 and 445 million by 2050. That leaves a shortfall of 35 million passengers by 2050 if the numbers play out as predicted. 
 
The trouble with forecasts
Forecasts should be treated with caution. For example, there could well be unforeseen trends that will dramatically alter how patterns of domestic and international demand change over time. These might be changes in the economic fortunes of countries around the world or they could be policy-driven changes such as an increase in levies aimed at reducing carbon emissions. 
 
Equally, improvements in alternative modes of transport – such as faster, cheaper continental train journeys – may impact demand in air travel, although these are likely to have relatively minor impact and/or be localised. 
 
Finally, it is worth noting that forecasts prepared a decade ago as part of the 2003 Future of Air Transport white paper proved to overestimate demand. The post-2008 global downturn, unforeseen in 2003, played a key role in ensuring those forecasts were not met. 
 
What drives demand?
DfT has identified a series of “drivers” that influence aviation demand. Broadly, these split into two categories: general economic performance and the price of travel. In the former category (and in order of importance) there are the following factors: 
• UK consumer expenditure
• UK GDP
• Foreign trade 
• GDP
 
In the latter category, and again in order of importance, there are:
• Oil prices
• Airline costs
• Carbon prices
• Load factors 
• Exchange rates
 
Potential impact of lost capacity
The Department for Transport has also attempted to model the impact of constrained capacity (that is, no new runways) on the number of routes airports will be able to serve in 2050. Accordingly, Heathrow will lose 72 potential routes; Gatwick 23 and Stansted 11 routes. However, when you take in to account the London airport market as a whole and the fact that different airports will be able to serve different destinations, the net loss of routes falls to 26. 
Meanwhile, regional airports will gain routes in significant numbers. Birmingham will add an additional 15 routes, Manchester another 22 and East Midlands Airport 
another 40 routes. This reflects today’s 
underutilised capacity at these airports.
 
Impact on national and local economy
The air transport sector has a turnover of £28bn a year while generating a further £9.8bn in terms of economic output, based on 2011 figures. The sector directly employs 120,000 people with a secondary market benefiting from airports employing many thousands more. 
 
Meanwhile, the UK’s aerospace industry – the second biggest in the world – employs 100,000 and generates £23bn in turnover. Secondary markets through which airports play a positive economic role: 
• Trade in services
• Trade in goods
• Tourism
• Business investment and innovation
• Productivity
 
To take tourism as just one example, the UK was visited by 31 million people in 2011 and most arrived by air. Between them they spent £18bn. Key to the discussion about aviation capacity is whether (and if so, to what extent) limited connectivity will impact these economic benefits. 
 
Noise
Aircraft noise levels are expressed as dB LAeq. In simple terms that’s the average sound level in decibels across an airport’s operating day, 16 hours between 7am and 11pm. As far as the UK government is concerned the cut off is 56 dB eq above which noise levels become unacceptable. 
 
For its part Heathrow says that as a result of improvements in technology resulting in quieter aircraft the number of people falling into the 57 dB Laeq catchment has dropped from two million in 1980 to just over 250,00 today.
 
Nevertheless, a study undertaken by the Airports Commission illustrates the wide variation in noise impact from airport to airport. By the first of its two measures, the commission showed that Heathrow serves 281 passengers for every person affected by noise at 57 dB LAeq (or above) compared to 12,467 passengers per person affected around Stansted and 9,233 around Gatwick. By its second measure, Stansted carries out 108.8 air transport movements per person affected compared to 1.8 at Heathrow. 
 
Based on a traditional measure of population affected Heathrow (by far the busiest airport) affects 258,500 people, Gatwick 3,700 and Stansted 1,900.
 
Environmental impact
­In 2010, London’s five key airports (Heathrow, Gatwick, Stansted, Luton, and London City) accounted for a total of 24.7 million tonnes (MT) of CO2. Of that number, Heathrow contributed 18.8 MT and Gatwick 3.9 MT. While the London number is predicted to rise to 31.4 MT in 2030 it will fall away again to 25.7 MT by 2050. Similarly, while London airports accounted for 75 per cent of UK departure CO2 in 2010, it will fall to 55 per cent by 2050. 
 
There are two factors at play here. One is the assumption that London will be hit by a capacity shortfall. Should the go-ahead for additional runways across London be given (and delivered on) before 2050 expect these numbers to rise. Second, airlines operating out of London airports will increasingly use a new generation of fuel efficient aircraft. 
 
In its 2009 forecasts the committee on climate change (CCC) estimated that of the total greenhouse gas emissions allowed for the UK to meet its 80 per cent reduction targets by 2050, aviation would account for 35 per cent. Given total air passenger forecasts have fallen since 2009, it is reasonable to assume that percentage has fallen also.
 
Connectivity­­
At first glance the numbers look impressive. Ninety per cent of the UK’s population live within two hours of an airport that has international connections and, combined, London’s five key airports serves 131 million passengers a year, more than any other city in the world. Moreover, the UK serves 186 destinations every day (albeit down from pre-recession peak of 220 in 2007). 
 
However, while there are areas of the world where connectivity from the UK is strong (there are 35,000 flights from the UK to the United States every year, compared to 13,000 from Paris), there are other regions where provision is light. 
 
Paris serves 52 African destinations compared to London’s 32; Frankfurt serves 42 Asian destinations to London’s 33; while Madrid-Barajas airport serves 25 destinations across Latin America and the Caribbean compared to 17 out of Heathrow. In part these figures reflect historical and cultural ties, and the location of the airports. If London looks west than Germany looks east; while France and Spain’s strengths are a nod to their imperial pasts. 
 
International transfer passengers account for 9 per cent of total terminal passengers, while a similar number of passengers at UK airports make their transfer abroad. To underscore this point, Manchester and Birmingham airports, combined, have more than 5,000 flights in and out of Amsterdam Schiphol airport, 4,000 to Charles de Gaulle in Paris, 3,500 to Frankfurt and 1,500 to Dubai. 
 
The commission has plotted the current number of flights to the ten destinations forecasts­ to enjoy the greatest real terms increases in GDP over the next five years. While Gatwick and Heathrow combined serve 35,800 and 30,000 flights to the United States and Germany respectively, they only serve 1,800 to China, 900 to South Korea and none to Indonesia. In response, Heathrow can point to the fact that it increased the number of services to Bric nations faster than any other European airport between 1990 and 2010, while Gatwick points out that out of the eight world “growth markets” as identified by Goldman Sachs, it will be serving half by the end of 2013. 
 
The Aviation Commission discussion papers are available to read in full at tinyurl.com/discussionpapers 

Start with the passengers

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Why competing gateway airports better serve communities
The crux of the debate on airport capacity is whether the south-east should have one mega-hub airport offering the maximum number of connections, or whether the UK will be better served with two or three competing airports. It is my view that competition will provide residents and visitors with better service, greater economic impact and, critically, affordable access. We can learn from many major cities around the world, such as New York, Tokyo and Shanghai. A mega-hub is not a requirement for greatness. Affordable connectivity for residents and visitors is. 
 
Connectivity vs connections
The term connectivity is often heard in this debate, but its meaning is ambiguous. It is important to distinguish between connectivity, the UK’s accesss to the rest of the world, and connections, how an airline group optimises traffic flows across its network. 
 
Connectivity is what drives economic impact and societal interactions. The goal should not merely be about connections to the greatest number of points. Instead it should be about affordable connections and adequate capacity to the right destinations across the world.
 
Affordable connectivity matters
Affordable connectivity to destinations that people want to go to is of much greater importance than having the world’s highest number of destinations. What is the point of an exhaustive list of destinations, if the price for desired destinations is so high and the capacity so limited that only a fraction of potential travellers can actually use the service? 
 
Competition
Competition is the single strongest driver of price. The UK has used competition as its main policy tool for aviation. As an aviation economist, I recognise that the UK has led the world in instilling competition in international air transport. While the US was the first to deregulate domestic markets, the UK led the privatisation of airlines, negotiating the first open skies agreements, privatising airports, and ensuring competition between airports. In a bold policy move, the U.K. in 2009 required the breakup of BAA to ensure that not only would airlines compete with each other but that the airports would as well. Enabling a mega-hub would undermine this pro-competition policy. 
 
Connecting passengers, economic impact and risk
What about passengers that merely connect between flights in London but do not visit the UK? Some emphasise the need to maximise such connections and claim that only a mega-hub can do this. Connecting passengers can add the critical mass needed for viability of a number of routes. However, the economic impact of these connecting passengers is much lower than passengers who want to come to the 
UK. The business risk is higher too. 
 
Some airports with high connecting passenger ratios discovered that such traffic was risky and could move overnight to another hub. St Louis and Pittsburgh were high connecting traffic US airports, but their home carriers either failed or changed strategy. These airports saw their traffic plummet when carriers realigned networks and moved connecting traffic to another hub. Today, as carriers form large carrier groups, management may decide that from a network perspective, certain types of traffic are best connected from a different hub in the group’s network. 
 
Where is the growth?
The contemplated airport capacity increase will not be in place until well into the 2020s. By that time, the carriers 
currently operating at Gatwick and Stansted will have evolved their business models. When we look elsewhere in the world, we see low cost carriers (LCCs) whose business models include not only connections between a single airline’s flights, but also an increasing number 
of connections with other carriers. LCCs in the US, Canada, Australia and Brazil are good examples. 
 
Today many of the most profitable airlines are not the traditional full service network carriers (FSNCs), but the LCCs. This is the case in the U.K. In a recent study I showed that  FSNC traffic in London has fallen from 77 per cent in 1990 to 40 per cent today. Growth is highest at the LCCs. A policy that would only add capacity at the airport used by FSNCs will not support growth for the fastest growing carriers. 
 
London: the world’s largest air market
London is the largest aviation market in the world. Like other major cities, it can support multiple airports. Capacity growth should support competition between airports and carriers. Competing airports will better serve the region through affordable connectivity to where people want to go. 
 
Dr Michael Tretheway is an aviation economist. He is currently engaged as an advisor by Gatwick Airport 

Nick Clegg has robbed my party of its soul - he must go now

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Those on the left of the party have been treated with contempt as Clegg seeks to transform the Lib Dems into a free market sect.

I am in mourning. In mourning for my once great and principled party which, judging by the past week, believes in very little that it once held dear.

From opposition to nuclear power to being against a replacement for Trident and supporting a 50p tax rate for the highest earners, we’ve seen these and other totemic policies abandoned. It makes me think some commentators are right when they say that Nick Clegg has all but completed his transformation of the Liberal Democrats from a party which was to the left of Labour (or at least New Labour) to one that is now an annex to the Conservative Party. 

I’ve long argued that what Clegg wants to do is turn the Lib Dems into a British version of the German FDP. The free-market FDP wins a very small percentage of the vote but seems to remain permanently in government as a parasitical attachment to the conservative coalition led by Angela Merkel.

That kind of thing must surely not be the aim of the Liberal Democrats. Of course we’re pluralists and believe in working with other parties. But we shouldn’t ignore our own history and rubbish our own principles just so our mnisters can keep their hands on red boxes.

Our history brings up names like Keynes, Beveridge, and Grimond, radical social liberals. And, yes, other names such as Roy Jenkins and Shirley Williams. As councillor and London Assembly Member Stephen Knight reminded us at a fringe put on by Liberal Left at this week’s Liberal Democrat conference, our party is a successor to two fine traditions, not just liberalism but also social democracy. Some would like to wipe the SDP from our history, but others, such as Vince Cable, continue to self-define as social democrats and we will not allow that fine tradition to be forgotten.

But over and above policy matters, what has upset me most this week has been the way some in our party, including Nick Clegg, treat those on the left. We’re belittled, patronised and treated with ridicule. Like embarrassing relatives, we're tolerated but not wanted.

Perhaps the worst example of this came during Clegg’s Q&A session when, before she’d even asked a question, Clegg made belittling comments about my colleague and friend Linda Jack, the chair of Liberal Left and one of the nicest and most principled people in our party.

When Linda did ask a question, she asked Clegg whether people such as her still had a place in the party. Clegg answered by not answering; he just talked about that morning’s economy motion. Any reasonable leader, regardless of whether they agreed with a certain individual, would have said, "Of course you have a place in our party, we’re a broad church". 

He said no such thing, which makes many of us feel like he’d really quite like us to leave the party so the transformation of the Liberal Democrats from a social liberal party to an economic liberal party will be complete.

Well, I have a very clear message for Mr Clegg and his acolytes: we’re going nowhere. As Janice Turner of the Social Liberal Forum said at the Liberal Left fringe, "this is our party too." Of course we’ve done good things in government, from re-linking pensions to earnings, to enacting Equal Marriage, but we’ve also compromised and capitulated too often and acquiesced too much.

So, after three years of biting my tongue, hoping for a better day and defending his leadership, I now call on Nick Clegg to go. What residual respect I had left for him was destroyed this week by the way he and his ilk referred to and dealt with those who dared to disagree with them.

Those of us on the centre-left of our party, who I believe continue to be its mainstream, will, despite it all, continue to fight for what we believe. A couple of years ago, at a Lib Dem conference not long after the coalition was formed, Nick Clegg told delegates, "we’ll never lose our soul."

Sadly, I fear we have.

Mathew Hulbert is a Liberal Democrat borough and parish councillor in Leicestershire

Dear Sir Howard...

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The New Statesman invited leading politicians and heads of think tanks, business and consumer groups to pen an open letter to the chairman of the Airports Commission, Sir Howard Davies. This is what they wrote.
Integrated transport, please
If I could put one challenge to the Airports Commission, it would be to use the opportunity of your interim report to stress there must be a properly integrated transport strategy for the UK – and that without this your report will be rendered ineffective. Then, if the government is determined to build a brand new railway, you could point out it should have far better links to our airports than is currently planned.
 
The solution to our future airport capacity must be settled before embarking on a new high speed railway. Such a strategy should embrace the south-east, the greatest revenue-earner and economic driver, rather than try to dilute the effect of London and its environs.
 
Yours,
Cheryl Gillan, Conservative MP for Chesham and Amersham
 
Bold decision making now
We can’t bury our heads any more. Aviation drives growth yet the south-east’s airports will be full in a decade and our regional network is under-utilised. 
 
Every day ministers delay these critical long-term decisions, we fall further behind. Firms in high-growth economies are not waiting for us – they’re taking their business elsewhere. 
 
Business needs bold, decisive thinking from you to tackle the pinchpoints on the ground and in the air: by 2020, huge improvements in airport transport links to boost passenger demand; by mid-2020s, a new runway near London or Birmingham; by 2030 onwards, a new south-east hub. 
 
Politicians have failed for decades to agree a way forward and outsourced the decision to you. We want cross-party agreement now to accept your final recommendations. We must not go back to square one yet again.
 
Yours,
Katja Hall, chief policy director, CBI
 
Resist one-size fits all
Aviation is a complex issue. For politicians, the temptation is to point to a single easy-to-understand solution: Heathrow expansion. But it would be the wrong solution. London is well served already, with vast spare capacity and a distributed network. 
 
Instead of pandering to the slick lobby machine that is Heathrow Ltd, which wants monopoly control and an expanded asset base, we should be learning from recent experience. 
 
Competition has improved Gatwick and if we invest in extending Crossrail to Stansted, the same will be true of that airport. The smart solution is a hub-London approach, with three main airports furiously competing with one another, and delivering value for customers. 
I hope you can resist the one-size fits all approach being pushed by vested interest and lazy thinkers, and deliver an alternative that works with, not against London’s businesses and residents.
 
Yours,
Zac Goldsmith, Conservative MP for Richmond Park and North Kingston
 
Publish early
None of the options on airport capacity are perfect. Your job is to pick the least-worst option. The truest act of public service though, concerns not what you say but when you say it. The commission is due to report in the summer of 2015, immediately after the next election.
 
The idea, as always, is to “take the politics out” of the decision. What this actually means is denying the public a say. Governments have tried this approach before, with tuition fees, and look where it got us. It is corrosive to public trust and no substitute for leadership. Your commission should publish before May 2015 and force the politicians’ hands.
 
Yours,
Duncan O’Leary, deputy director, Demos
 
Expand into growth markets
We have had some useful discussions about the needs of the aviation industry, and in advance of the Airport Commission’s report, I am summarising what I hope to see in the report:
• a coherent strategy that provides a blueprint for airport provision for the next 25 years
• reflecting the needs of tourism and business; 
• with sufficient capacity for expansion into growing markets, especially the far east and southern America; and
• positions the UK as a major hub for European air transport
 
Airport provision is crucial to the aviation industry, tourism and business, and economic growth is going to be increasingly dependent on international transport. The future of UK plc depends on making the right decisions about future airport provision and capacity now.
 
Yours,
Brian Donohoe, Labour MP for Central Ayrshire and Chairman, All Party Parliamentary Group for Aviation
 
Work with the evidence
My constituency borders Heathrow and depends on the airport for jobs and local industry. However, local residents and schools also suffer enormously from noise and air pollution, with impacts on wellbeing and learning. The local community has campaigned against a third runway because of concerns that the price the community pays will be too high, and has been in the past where particularly adequate compensation has not been forthcoming.
 
Your commission needs to provide clarity to our aviation debate and to recognise the complexity of the Heathrow situation. Local communities cannot just keep absorbing the impact, but at the same time we reject Boris Johnson’s proposals that would see the end of Heathrow and a devastation of the west London economy. Over 110,000 west London jobs depend on Heathrow, and my constituents would be hit particularly hard for generations if the airport was to move.
 
Your commission needs to work with the evidence, and separate fact from fiction. We need clear and unequivocal assessments about whether expansion is needed, if so is the UK right to have a hub and spoke model or point-to-point, and could a split hub work with improved infrastructure between sites. The quality of life of the local community must be a 
consideration in your options and your recommendations.
 
Yours,
Seema Malhotra Labour MP for Feltham and Heston
 
Look north
There is constant reference in the media to “south-east airport capacity problems” but your commission has been tasked by government to “maintain a UK-wide perspective, taking appropriate account of the national, regional and local implications of any proposals” you may bring forward.
 
While it is clear that air capacity problems are most acute in London and the south-east, we believe that we need a national solution to the problem. Evidence gathered by the Northern Economic Futures Commission last year demonstrates that Manchester airport holds significant potential to become the nation’s second international hub. Supported by HS2 and with the added benefit of driving 
northern economic growth we urge you to explore this as an exciting and viable 
option that looks beyond the metropolitan myopia.
 
Yours,
Ed Cox, director, IPPR North
 
Yes to Heathrow
For Britain to remain a first-rate, competitive economy in the twenty-first century, we need a world-class transport system. Adequate aviation capacity is key to this – without it we will not be able to operate new connections with cities in China and other emerging economies.
In the short to medium term, I favour a third runway at Heathrow – it can be funded entirely by private investment and will be completed relatively quickly compared to other proposed options.
 
Nevertheless, what is clear is that continued uncertainty is the worst possible option for the UK, in terms of business opportunities lost and for the local communities who must continue to wait to learn which project will get the go-ahead.
 
Yours,
Tim Yeo, Conservative MP for South Suffolk
 
No to Heathrow
After experiencing thirty years of broken promises and guile from the advocates of Heathrow expansion, I regrettably conclude that only greed and laziness drives them on in the face of overwhelming arguments on congestion, noise, pollution, safety and the quality of life of my constituents. 
 
The two million folk of west London are not Nimbys. Most are prepared to put up with one of the world’s busiest airports on their doorstep because of the contribution it makes to the regional and national economy. Expansion, if and when it comes, needs to recognise the unique nature of London and the south-east which cannot be served by a single airport and is indeed already served by five airports, some with substantial existing capacity. 
 
Improved video technology, HS2, bigger and quieter planes will help. New runways at Stansted, Gatwick and Luton all cause less human misery. Let’s not go for the quick and dirty solution for once. NO to Heathrow expansion. 
 
Yours,
Andy Slaughter, Labour MP for Hammersmith, shadow justice minister
 
Consider social impacts
Any airport expansion inevitably carries a massive environmental footprint – spewing millions of tonnes of carbon pollution into the atmosphere. Importantly, airport growth is also already bringing misery to tens of thousands of residents living in communities close to airports, both because of excessive noise pollution (often through the night) and through shocking damage to air quality.
 
A dispassionate evidence-based review of the arguments for and against the expansion of Britain’s airports can only be welcome but the environmental and social impacts of any new runway capacity must not be brushed under the carpet.
 
Given that the formal timetable for your Commission sets aside the whole of next year for detailed consideration of the different options for new capacity, we are concerned that the commission’s conclusion on the question of whether new runway capacity is needed at all appears to have been reached before your assessment has even begun.
 
Yours,
John Sauven, executive director, Greenpeace
 
Case not made
The case for expanding aviation capacity, despite industry pressure, is far from clear. Close analysis of the evidence suggests runway expansion could cost us more in social, environmental and economic terms than it delivers in return.
 
Our study of the previous Heathrow expansion plan re-ran the Department for Transport’s own model, adding in some of the social impacts that had been excluded by the department. The result showed a net cost to Britain of £5.5bn.
 
Our research highlighted how focusing on particular economic interests risks creating a worrying false economy for society. We hope the Airports Commission fully recognises the wide-ranging economic, social and environmental impacts of aviation expansion and includes these elements in their future analyses.
 
Yours,
David Theiss, researcher, nef
 
Time to be daring
It’s no wonder people despise politicians.  For decades, governments have given in to short-term fears and refused to face the truth about airports. The UK will only be able to take advantage of expanding world markets – and keep London’s place as the pre-eminent financial centre of the world – if we have a world-class hub airport.
 
Current restraint is already holding the economy back – to the tune of some £14bn a year. Heathrow is at capacity and its infrastructure is overloaded. We need a hub airport to the east of London - either at Stansted or in the Thames Estuary. 
 
If we don’t start planning such a daring project now, future generations will be right to despise us for our lack of courage!
 
Yours,
Eleanor Laing, Conservative MP for Epping Forest
 
Consider doing nothing
Former aviation minister Chris Mullin has said of his term in office “I learned two things. First, that the demands of the aviation industry are insatiable. Second, that successive governments have usually given in to them.”
 
The current government clearly anticipates that your report in 2015 will include options for significant new airport infrastructure, and various proposals for new runways have been published this week. Some present air quality challenges. Many present noise issues. And all, unless accompanied by the closure of existing runways, will be incompatible with our national CO2 reduction commitment enshrined in the Climate Change Act.
 
The option of “no new runways” should therefore be on your shortlist for detailed consideration next year.
 
Yours,
Cait Hewitt, Deputy Director, Aviation Environment Federation
 
Thames is for ships, not planes 
Can we scotch once and for all the proposal for a hub airport in the Thames Estuary? The potential impact on the shipping channels is significant and could cost jobs. Tilbury docks supports upwards of ten thousand jobs, yet the Foster plan would directly impact access to the port as well as other port facilities throughout Thurrock. Boris Johnson may think that the docks have left London, but they have just moved downstream to Thurrock. The Port of London is still very active port and it will become even busier when London Gateway is open for business.
 
The fact is we already have a hub airport at Heathrow. The River Thames is for ships not planes.
 
Yours,
Jackie Doyle-Price, Conservative MP for Thurrock
 
Reduce noise
The ITC's recent report [theitc.org.uk/ docs/98.pdf] concludes the key need is better connectivity with global destinations. This means the UK needs to host a top-tier hub because the extra throughput makes frequent, direct, flights to more destinations viable. Expanding other airports helps but is not a substitute. 
 
We propose criteria for site selection and highlight critical questions. For Heathrow a key test is reducing noise nuisance for Londoners. Any alternative site would mean closing Heathrow. Costs must be affordable for airlines and passengers - or we risk pricing them abroad, losing the very connectivity we need. 
 
Yours,
Stephen Hickey, Chairman, ITC Aviation working group, Independent Transport Commission
 
No to unlimited growth
The committee on climate change has warned that if the UK is to meet its target of an 80 per cent reduction in carbon emissions by 2050, aviation growth should be limited to around 370 million passengers per annum. This is 68 per cent more than last year, allowing a generous level of growth compared to other sectors, and so you should resist pressure from the aviation lobby to allow unlimited growth. 
 
The UK has more than enough runway capacity to cater for 370 million passengers per annum. In fact we have more runway capacity than Germany, France, Spain or Italy. We even have more runway capacity than Japan - also an island trading nation - which has twice our population and twice our GDP.
 
Yours,
Susan Pearson, communications director, AirportWatch
 
No choice at all
For those who appreciate the English countryside, the choice of a “constellation” of large airports around London or a super-hub is no choice at all. Your proposed measure of airport efficiency – the number of households disturbed per flight – fails to value rural tranquillity, an increasingly scarce joy in an ever more crowded island.
 
There’s increasing recognition of the benefits to local public transport from replacing competition between rail and bus with a planned, integrated network. Yet for longer distance travel, including aviation, the invisible hand of the market still seems to reign. In practice the sclerotic system of grandfather rights over landing slots means busy airports are forced to serve yesterday’s travel markets. 
The growth of Europe’s high speed rail network offers a chance to reallocate slots from shorter haul destinations. No new runway capacity is needed for the foreseeable future. 
 
Yours,
Ralph Smyth, senior transport campaigner, CPRE
 
Louise Ellman MP, chair of the transport select committee
 

Correspondence

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Letters of the week
LETTER OF THE WEEK
 
An outbreak of democracy
In response to Jon Bew’s article “Doing good and resisting evil”(6 September): rather than being a blow to British prestige or UK/US relations, the debate about taking action in Syria has shown that parliament was right to pose questions and has given the lead to this process.
 
Far from knowing that the US would do the dirty work anyway, parliament has helped precipitate an outbreak of representative democracy in the US. This makes me wonder what could have been achieved if the same thing had happened in 2003. The idea that the UK and the US always act together is only in the minds of those with short memories. Since the Second World War the US and the UK have acted together in Korea, Kuwait, the Balkans, Afghanistan and Iraq. The US failed to support us in Suez and the Falklands, and it invaded Grenada without permission. We refused to support the US in Vietnam and would have done the same elsewhere, had we been asked.
 
France is the US’s oldest ally, from when it was run by the dictatorial last French monarchy. A sign of things to come that John Kerry perhaps did not intend to revisit.
 
Andy Wheeler
Nottingham
 
Island of one
John Bew (“Doing good and resisting evil”, 6 September) laments the waning of British influence in the world and the “grave blow” to our prestige caused by parliament’s vote not to intervene in Syria. The assumption is that our overseas interventions since 1945 have been motivated by noble causes.
 
In fact, most of them have been colonial conflicts, fought with torture, murder and forced removal of populations, followed by disastrous military adventures to prove we can still “punch above our weight”. The notion that Britain’s standing should be defined by a readiness to invade other countries and the possession of weapons of mass destruction betrays a mindset that cannot yet accept the loss of power derived from empire. We are a small island. Let’s start behaving like one.
 
Chris Donnison
Sheffield
 
John Bew’s disturbing piece implies that bombing Syria was the only “grown-up” option for parliament to endorse. He also assumes that the vote against bombing will make British diplomatic protests even less effective than they have been over Israeli interventions in Gaza or Lebanon.
 
But he ignores a salient fear in the run-up to the vote: that “statement” bombing would be used, like the “humanitarian” bombing in Libya, to tip the balance in a civil war, a course of action that, as Jeremy Bowen shows (Notebook, 6 September), is fraught with risk. Bew’s injunction that legislators should have ignored the issue of consequences looks very lazy.
 
Joe Devanny
Via email
 
Cosy Qatar
Friends of Sholto Byrnes (Qatar Notebook, 30 August) ask him about life in Qatar: “What’s it really like?” Well, if you’re a western professional in the pay of the absolutist al-Thani family, the answer is “pretty good”. It might not be, however, if you’re one of the south Asian or Filipino guest workers Byrnes mentions in passing, or if you criticise the Qatari regime. Luckily, he avoids this pitfall.
 
James Dawson
London N11
 
Sticky wicket
Hold on, reader Kathleen Ellen White (Correspondence, 6 September)! I agree completely that I would renew my annual New Statesmansubscription with greater enthusiasm if religion never crossed its pages again – but cricket? There are some things in life you just can’t get enough of, except maybe the last Test against the Aussies this year, which beat the Labour Party’s manifesto under Neil Kinnock as the longest suicide note in history.
 
Tim Symonds
Burwash, East Sussex
 
Cricket is certainly a matter of choice, and Kathleen can choose not to read anything about it if she doesn’t want to, leaving such articles to those of us who do.
 
Katharine Sinderson
Grimsby, Lincolnshire 
 
Could do better
When Stephen Twigg refers to the “scandal” of unqualified teachers (“Five questions for Labour”, 30 August) I suspect he’s referring to those who have no Certificate in Education, not those teaching subjects for which they have no higher academic qualifications whatsoever. I don’t belittle the BEd but I’d be surprised if any of the outstanding teachers I remember from school had received training in putting their subject over. Are those who’ve been through the rigour of obtaining a diploma in education in one year necessarily empowered to teach whatever the head throws at them?
 
Catherine Dack
Leicester
 
Fyfe’s banana skin
Sadiq Khan applauds the human rights instincts of the Conservative politician David Maxwell Fyfe (Guest Column, 6 September). Is this the same Maxwell Fyfe who in 1953 sanctioned the hanging of Derek Bentley and who opposed the decriminalisation of homosexuality?
 
John Reardon
Carlisle
 
Pop’s pickers
In Lines of Dissent (19 July) Mehdi Hasan notes that “native” Brits have not been interested in fruit-picking for years and “many of the UK’s fruit-picking businesses could close without new migrant workers from outside the EU”. Interestingly, in H E Bates’s Darling Buds of May, the pickers were native Brits, and Pop observes that if they were called on to pay tax on their earnings, “they wouldn’t come. Then you wouldn’t have no strawberries, no cherries, no nothink. No beer!”
 
Rohan H Wickramasinghe
Colombo, Sri Lanka
 

There is no alternative

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For the benefit of the whole of the country, the government must allow Heathrow airport to expand.
 The recent flurry of proposals to the Airports Commission on how to deal with capacity come hot on the heels of the Transport Committee’s report on Aviation Strategy. In preparing our report we spent nine months gathering written and oral evidence from business groups, local campaigners, environmental groups, airlines, airport operators, air traffic managers, and many others.
 
UK airports handled a staggering 221 million passengers in 2012, 1.4 million more than in 2011. The latest passenger forecasts predict that unconstrained demand at UK airports—with no airspace constraints or capacity limitations—will be 320 mppa (million passengers per annum) by 2030 and 480 mppa by 2050. 
 
The UK aviation sector had a turnover in 2011 of around £53bn and generated around £18bn of economic output. Aviation also supports the economy by providing businesses across all sectors with greater connectivity to international markets. Hub airports like Heathrow are vital for connecting incoming transfer passengers and making flights out to new destinations more viable.  
 
For many years Heathrow has operated with two runways at full capacity while other competitor hubs, such as Paris, Frankfurt and Schiphol, have benefitted from having four to six runways each. Alongside this, the growth of large hubs in the Middle East has threatened the UK’s position as an international aviation hub. 
 
We looked closely at the main options to address the critical issue of aviation capacity in the UK. We rejected ideas for a new hub to the east of London, including plans for a new airport in the Thames Estuary area, as research we commissioned showed significant public funding (£10-30bn) would be required. There were additional concerns around the impact on wildlife habitats, risk of birdstrike and problems with overcrowded airspace. Significantly, our research showed that the development of a new hub airport, regardless of its exact location, would mean the closure of Heathrow. This would have unacceptable consequences for the economy in and around west London and the M4 corridor. 
 
We also rejected the notion of linking existing airports by high-speed rail to form a split-hub due to uncompetitive connection times. Nor would it be feasible to move flights to other regions or airports with spare capacity. Airlines are commercial entities and operate where there is a viable market. Ultimately, we concluded that expansion of Heathrow is the best option.  
 
We recognise that the main argument against expansion of Heathrow is environmental. Noise, in particular, is a significant issue for the hundreds of thousands of people living nearby. It is important to remember that Heathrow did not start out surrounded by quite so many people. A new hub to the east of London might, in due course, also have a large local population with similar concerns about noise. Nevertheless, if Heathrow expands it is essential that its environmental impacts are properly addressed. Local air quality should be improved, planes must get quieter, flight paths and landing angles should be reviewed, and a comprehensive approach to noise compensation must be developed. Shifting Heathrow’s new runway to the west, away from people under the flight path might also reduce noise annoyance. Heathrow’s recent proposals address this issue.
 
Looking at the UK’s broader aviation strategy, we concluded that an expanded Heathrow could better serve the whole of the UK by providing protected slots to flights from regions that are currently poorly connected. We also made recommendations on how the Government should support airports outside the south east, improve road and rail infrastructure around existing airports, and address concerns about the level of taxation, particularly Air Passenger Duty.
 
It is, however, hub capacity that remains the main unresolved issue in the UK’s aviation strategy. It can no longer be avoided. Our recommendation is clear: for the benefit of the whole of the UK, the government must allow Heathrow to expand. 
 
Louise Ellman MP is chair of House of Commons transport select committee. 
To read its report in full go to: tinyurl.com/hoc-aviation
 

The eagle interned as a Mossad agent, and other animal spies

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Inside the bizarre world of animal espionage.

Earlier this month a stork was arrested in Egypt on suspicion of spying. The apparent spy devices were in fact monitoring equipment geologists had attached to the bird to track its migration path, but sadly the suspected spy never received a fair trial. Instead it was killed and eaten by villagers, which no doubt sent out a powerful message to other feathered agents.

It isn’t the only bird to have fallen fowl (sorry) of the law. One eagle was arrested in Sudan last year, and a vulture was detained in Saudi Arabia in 2011, both on suspicion of being Israeli spies. As with the stork, they had been electronically tagged by scientists. In India, a pigeon was arrested for spying for Pakistan in 2010. The pigeon fared much better than the spy stork, as it was reportedly given its own air-conditioned cell.

In 2010 Egypt blamed a series of shark attacks on the Israeli spy agency, Mossad, claiming it had deliberately introduced man-eating sharks to damage Egypt’s tourist industry.

While sharks are in cahoots with Israelis, squirrels are the preferred weapon of choice for the British intelligence services – or so the Iranians believed when they arrested 14 spy squirrels.

Animals can be criminal masterminds, too. In Nigeria in 2009, a goat was arrested for armed robbery. Police detained the goat after it was claimed the creature was in fact an armed robber, who had used black magic to transform himself into an animal after stealing a Mazda.

This all sounds very silly, but MI5 did consider using gerbils to identify spies and terrorists at airports in the 1970s, while the US is looking at inserting spy equipment into insects to create insect cyborgs and training bees to detect explosives. In the 1960s the CIA tried (and failed) to bug cats as part of Operation Acoustic Kitty.

But it is sea creatures you really have to be suspicious of. Dolphins and sea-lions have been trained by the US to locate and mark landmines, as well as suspicious swimmers.

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