Quote of the day

“I find economics increasingly satisfactory, and I think I am rather good at it.”– John Maynard Keynes

Thursday, 31 October 2024

The best read on the budget so far

 The Sunday Times 100

author-image
JULIET SAMUEL

Reeves missed her chance to bet on growth

The budget was much like those of the past 16 years: a funnel for pouring money into an unsustainable state sector

The Times

Having the government dig holes in the ground, Keynes once claimed, is better than having it do nothing. And from Rachel Reeves’s first budget, a moment that will define an era of Labour governance, we can conclude she too is a believer in the utility of digging holes. The chancellor wants us to believe she “discovered” a particular “black hole” in the public finances and that her budget is all about filling it in.

To be fair, there are black holes aplenty in the public finances, but no one can credibly argue they were hidden from view. Since 2008, British indebtedness has been stuck in a one-way ratchet, from 35 per cent of GDP before that crisis to 90 per cent today. Every few years the Treasury has a crack at trying to close the gap between public revenues and expenditure, only for another crisis to come along and blow its efforts out of the water. But the underlying ratchet is not actually operated by these crises. It is a function of two factors: slow growth and a failing state, at the centre of which lies the super-massive black hole of the NHS.

Reeves makes much of her supposed determination to address Britain’s economic stagnation. But growth was not at the heart of this budget. In fact, she chose largely to stick with the existing model, in which the productive economy is increasingly cannibalised to feed the beast of our ageing population and the unreformed services it relies upon.

• A ‘traditional’ Labour budget — but will it actually spur growth?

This is evident in the choice to raise the majority of additional revenues, some £25 billion a year, from higher employer national insurance contributions. This is indisputably a tax on work, whatever sophistry the government may deploy about sparing the “payslips” of “working people”. It opens up an ever wider black hole, so to speak, between what it costs to hire and what the employee takes home, extracting yet more from the working-age population to fund unsustainable pensions and inefficiently delivered medical care.

Likewise with the rise in capital gains tax on shares, but not on property, the second-largest tax rise in the budget. This will see the Exchequer yet again whack productive, risk-taking investments rather than increasing the tax burden on passive property ownership. Where the budget does tax property more, it does so in the worst way by raising stamp duty on second homes, a choice that is far inferior to the alternative of sorting out council tax.

And while the promise to unfreeze income tax thresholds is welcome, it won’t be implemented for another four years — until the next election year, in other words. At least the chancellor held off raising taxes on fuel, though she seems determined, with her oil and gas tax rises, to ensure we should buy more of it from abroad.

It is, in the end, always the NHS that is used to justify the pain. Even during the coalition’s austerity years, total spending on the health service rose 15 per cent, while local council and welfare budgets were almost halved and transport was slashed by more than 60 per cent.

• Budget 2024 key points: a summary of the highlights

It was the NHS that Brexit campaigners stuck on their big bus and the NHS we were told we had to save from Covid, when its productivity went through the floor to a level from which it still hasn’t recovered. It is the NHS that will suck in all of that national insurance tax rise and more, yet again without a convincing plan to get back even to pre-Covid levels of productivity, let alone to levels that would make it sustainable in the long run.

Despite its co-operation in the digging of Reeves’s politically convenient black hole, the Office for Budget Responsibility provided little cover for the chancellor’s claim that her budget will enhance growth. The economy will get a boost from the budget, the quango declared, but only for one year, after which we will sink back down to an ever lower baseline.

In short, the OBR concludes, the government is borrowing more up front to bring forward economic activity that might have occurred in later years, without changing anything substantive about the country’s real ability to generate wealth.

There was, however, one counterpoint to this rather gloomy picture and it is an important one. That was the decision to raise capital spending. Reeves began her tenure, in July, by slashing infrastructure projects, a bizarre act for a chancellor who claimed to want greater prosperity. But in the budget, rather than allowing public investment to shrink, as the Tories had planned, she has now found the money to keep it at a higher level for the length of this parliament. This includes a big expansion of capital spending in the health service, one of the few tangible ways in which the government has shown an interest in improving its performance. In her decisions on capital spending, then, Reeves is at least partly following through on her promise to prioritise growth.

But this brings us back to digging holes. Productive investment is not just about what you spend — how many holes the government can make us dig — but whether these resources are spent wisely. The OBR’s current model assumes that higher government investment will largely displace private sector investment: if both are competing for a fixed supply of workers and resources, after all, the overall production of houses or infrastructure or services does not necessarily rise.

But why should the supply be fixed? It is only fixed because incentives to reallocate resources, assess opportunities, train new staff and deploy capital are thwarted, in both public and private sectors, by our dire planning system, bad management, poorly designed environmental regulation, high energy costs, expensive housing, a terrible migration policy and so on.

If the government can address some of these problems, in part by spending wisely on capital investments like roads and power plants, then, as the OBR predicts, Britain’s potential growth rate can rise over time. That timescale, however, runs beyond the electoral cycle, which is why governments facing tight finances always end up cutting their long-term capital budgets. Reeves has refrained from doing so and, for that decision, should be applauded.

For 16 years British fiscal policy has been a story of servicing pensioners at the cost of everyone else. George Osborne chose to visit pain upon the country via spending cuts. Reeves is doing so with large tax rises on the working population. But even with £40 billion of new tax rises and a slug of extra borrowing, the numbers are barely adding up any more.

This ought to have been a budget aimed single-mindedly at changing the game by betting everything on growth. Instead, growth played a distant second fiddle to spending. In the long run, it won’t be enough.

Wednesday, 30 October 2024

A very broad-brush and sweeping look at our big issues - for conclusions

 

Why Britain is stagnating

edwest.co.uk

By the end of World War II, Britain had been the wealthiest country in Europe for a century and was still the second wealthiest on earth after the US, says Ed West. We began to fall behind after the war, but after decades of relative stagnation GDP per capita converged with the US, Germany and France in the 1980s and our relative wealth peaked in the early Tony Blair years. If our growth had continued along the trend set in the years 1979 to 2008, average income today would be £41,800 – it’s actually just £33,500. 

It’s time Britons woke up to just how poor their country is. Many regions are “near outliers in western Europe on poverty”, and the “few foreign visitors who go outside the historic heritage cities are shocked by how run down our towns are”.

How did we fall so low? Some blame a lack of strategy and state spending. But state investment would face the same barriers and high costs that existing infrastructure projects face. The real reason, as Ben Southwood, Samuel Hughes and Sam Bowman argue in their essay “Foundations” (available at ukfoundations.co), is that the British system makes it hard to invest, and expensive and legally difficult to build. A Leeds “supertram” was given the go-ahead in 1993, and there is still no sign of it, to give just one of many notorious examples. 

Even before Russia’s war with Ukraine, the industrial price of energy had tripled in under 20 years. Per capita electricity-generation in Britain is just two-thirds that of France and  a third of the US, putting us closer to developing countries such as Brazil and South Africa than to other G7 states. Transport projects are absurdly expensive. Productivity growth has stagnated. No wonder annual real wages for the median full-time worker are 6.9% lower than in 2008.  On current trends, Poland  will be richer than the UK by  the end of the decade. 

Britain’s economy lacks the infrastructure to enable people to move house and access prosperous areas. “Agglomeration” is the key because no individual by themselves can create much value. Countries become rich when its people are able to move to the most dynamic areas. But in Britain today, only the richest can afford to do so, literally leaving the poorest behind.  Our “deep and worrying” social problems have their roots in this economic malaise. Yet what we must do to reverse all this is simple, say the essay authors. We just need to remove the barriers to investment, such as restrictive planning rules. With the foundations in place, “growth and dynamism will follow. We have done this before. We can do it again.”

Monday, 28 October 2024

Sweden shows us what abolishing IHT might look like:

 

Sweden got rid of inheritance tax — why can’t we?

IHT can be devastating for families and it could soon become a lot more complicated

Johanna Noble
The Sunday Times

Inheritance tax: no other tax is more divisive. Those on one side say it is only fair to tax the rich, while others argue it’s a double taxation that harms hard-working families.

But what would it be like if we scrapped it?

Let’s turn our attention to Sweden, where I grew up, which 20 years ago waved goodbye to inheritance tax.

Before then there was a lot of debate around the subject, much like in the UK now, but to understand it you need to take a closer look at Swedish life.

By landmass it is the fifth largest country in Europe, but it has a population of only 10.6 million people, with 1.7 million residing in Stockholm, the capital.

There is plenty of countryside here, and this, combined with the Swedes’ love of nature, means many families have a house — known as a stuga — in the country or on one of the 30,000 islands that make up the archipelago. This is where people come together to celebrate Christmas, Easter and Midsummer. Grandparents, uncles, aunts and cousins gather with herring, snaps and green princess cake. And typically these houses were passed down from generation to generation.

But while many Swedes had property wealth, they did not have savings in the traditional sense. This meant inheritance tax could have a devastating impact. There were cases where a surviving spouse had to sell the family home or the stuga to afford a tax bill. This was especially true in coastal areas and other parts of the country where property values had soared.

• Why Rachel Reeves should reduce the tax-free lump sum

A report by Svenskt Naringsliv (Swedish Enterprise) said: “The burden was distributed unfairly, since the wealthiest taxpayers were often able to legally avoid it through tax planning, while low and middle-income taxpayers had no choice but to pay.”

It caused a lot of pain for not much money; by the time it was scrapped inheritance tax only generated about 0.15 per cent of the country’s GDP.

It also had dire consequences for the Swedish economy, sparking an exodus of wealthy entrepreneurs, such as the Ikea founder, Ingvar Kamprad, as there was no relief for family-run businesses, unlike in the UK.

Since abolishing inheritance tax, many business owners have returned to Sweden, which in turn has increased tax revenues (the wealth tax was also abolished in 2007).

One of the arguments for keeping inheritance tax in the UK is that it helps redistribute income fairly between generations — essentially freeing up housing.

However, it doesn’t really achieve this goal because the families most affected often find ways to circumvent it. The worst hit are often those who have suffered a tragedy — the untimely death of both parents, perhaps — and that seems a particularly cruel way to operate a tax system.

Before Sweden repealed inheritance tax, various exemptions and reliefs were experimented with, creating instead layers of complexity. It just didn’t work. Is Britain making the same mistakes?

On the eve of Labour’s first budget since 2010, it looks like the chancellor could fiddle with some of the allowances that save families billions of pounds a year — adding further complexity to complexity.
Inheritance tax cannot be viewed in isolation — it needs to be part of a much broader conversation about wealth and equality. In Sweden this debate is now in full swing.

• Loyal customers are still getting a raw deal on insurance

Despite the tax being scrapped, owning a stuga has actually got harder because property prices have kept on rising and wealth disparity has increased. If you’re not already wealthy, it has become near impossible to catch up.

The number of Swedes worth more than $1 million is on the rise, up from 467,000 in 2022 to 575,000 in 2023, according to the UBS Global Wealth report. For a land that prides itself on its equality, there are now growing disparities between rich and poor.

Here, the conversation around IHT continues and on Wednesday we’re likely to see more layers of rules added to the existing system. This will make it harder again for the average person to navigate, potentially catching families out. Meanwhile, the bigger questions around wealth and taxation remain unsolved.

Sunday, 27 October 2024

Maybe not so useful for essays but, hey, you'll all be taxpayers soon...

 ANDREW GILLIGAN

Doomed from the start: the four reasons HS2 failed

Last week we exposed the chaos that still haunts the project. Now a former No 10 adviser sets out how it became Britain’s ‘worst infrastructure scheme in modern history’

ILLUSTRATION BY JAMES COWEN
The Sunday Times

As ministers are about to learn the hard way, spending money on one thing means not spending it on something else. So reports of cuts in the budget to local buses and trains should be seen in the context of other reports that Rachel Reeves, the chancellor, plans to commit yet more billions to HS2, a project that even the transport secretary called “dire” and “out of control” in The Sunday Times last week.

For years, there has been consensus on Britain’s greatest infrastructure needs: more housing; a decarbonised electricity grid; raising local public transport in the regions to London standards; better sewers for cleaner rivers and new reservoirs for the new homes.

So why, instead, are we spending fortunes on something — intercity high-speed rail — which is objectively not even in the top ten? And how did the bills spiral not just out of the government’s control, but out of its very knowledge?

Andrew Gilligan advised Boris Johnson and Rishi Sunak on transport when they were prime minister. He says HS2 was doomed from the start
Andrew Gilligan advised Boris Johnson and Rishi Sunak on transport when they were prime minister. He says HS2 was doomed from the start
ANDREW FOX/POOL/AFP/GETTY IMAGES

As The Sunday Times revealed last week, HS2 cannot tell ministers whether it is £10 billion or £20 billion over budget. For perspective, even the lower of those two sums would be enough to electrify almost every railway line in the north of England, or build three cities a new tram system, or roughly double the capital budgets for the courts, prisons and police in each of the next five years.

HS2 devotees blame the train wreck on people like me: politicians and aides who spoiled a fine project, originally designed as a Y-shaped scheme from London to the Midlands, Manchester and Leeds, by meddling and cutting it back. (Between 2019 and 2024, I advised both Boris Johnson and Rishi Sunak on transport in Downing Street.)

In truth, though, HS2 was certain to fail from the start: doomed by four foundational flaws which no “review” or “ministerial task force”, the latest potions prescribed by Labour, are able to cure.

1. The wrong route

Britain’s previous high-speed line, HS1, which runs from St Pancras International to the Channel tunnel, did work, costing two thirds less than HS2 per mile in real terms. This was partly because it followed a motorway corridor, which was already spoilt.

To save a few minutes, HS2 chose instead to slice through the middle of the Chilterns, stuffed with ancient woods and vocal, politically active nimbys, and certain to require vastly expensive tunnels, cuttings and other aesthetic additions. A better route would have been along the M40 corridor.

2. The wrong speed

They were wildly aspirational, opting for a line with a design speed of 250mph, one third above the European high speed standard (France’s TGV lines and HS1 have a maximum of 186 or 200mph). Accommodating this ultra-fast design meant the line had to be flatter and straighter, with more earth moved, and yet more tunnels and viaducts, costlier track and structures. The top speed of 250mph, by the way, will never be reached in planned service.

3. Bad connections

HS2 doesn’t link properly to the rest of the transport network. Many rail passengers from London to Birmingham don’t end their journey in the city centre: they connect at Birmingham New Street station for other parts of the conurbation. Under HS2’s plans, this connection becomes a 15-minute walk through the streets of Birmingham from its separate purpose-built terminus to the local trains at New Street, losing half the time you saved coming from London.

Despite the vast sums spent buying up expensive London property, HS2 still does not — after ten years — have a workable station design for Euston, the planned London end point. Euston is one of the capital’s worst-connected termini, with only two overcrowded Tube lines in the station itself. (A pedestrian link would also be made to two more lines five minutes away — at Euston Square station).

In Euston, we have a problem… it is one of the worst-connected stations in London
In Euston, we have a problem… it is one of the worst-connected stations in London
JOSHUA BRATT FOR THE SUNDAY TIMES

Nor does HS2 join up with Britain’s other high-speed line at St Pancras. It will be a domestic backwater, not linked to the continental network and never reaching the distances that justify its high speeds. Because unlike in France, Germany, or Spain, all England’s key cities — save Newcastle — are within about 200 miles of all the others. At those distances, the time you save simply isn’t worth the extra cost of high-speed track.

Flawed design and high cost means that HS2’s benefits, though not nil, are not even close to enough to justify the price. Indeed, in 2022 the London-Manchester HS2 line was assessed by Whitehall itself as delivering (over six decades) 90p of benefit for every £1 spent. That’s on the official, grossly understated construction cost of £45.7 billion, (£61 billion in 2024 prices).

HS2 degrades London links from smaller, poorer places on today’s main lines, such as Stockport, Stoke, Wolverhampton and Coventry. For the first 60 years, the small amounts of C02 it saves through greener transport will be outweighed by the vast amounts it took to build it. Even under the full scheme, almost half the benefits would go to London and the southeast. Pound for pound, almost any other public transport project imaginable would do more for growth, levelling up, lower car use and net zero.

4. Ratchet, ratchet, ratchet

The scheme’s greatest flaw is the culture of HS2 Ltd, whose waste and dishonesty are surely now undeniable. This is about more than just profligacy. Bent Flyvbjerg, former professor of major project management at Oxford, has coined the “iron law of megaprojects”, which describes them as “over budget, over time, under benefits, over and over again”. Flyvbjerg identifies optimism bias as a key problem: project managers gloss over and underplay costs to get something started, then gradually admit the full cost once huge amounts of money have been spent and it’s too late to stop.

This ratchet process has been at the heart of HS2’s spiralling costs. HS2 and Department for Transport (DfT) officials concealed the rising costs from parliament; had those been known at the time, the scheme might have been cancelled. They misled No 10 and at least one Treasury official. They ousted staff who rang alarm bells.

When The Sunday Times reported this last October, HS2 and the DfT pressed us in Downing Street to authorise denials which were untrue. The denials they asked to release were that the allegations in The Sunday Times had been looked at previously by the National Audit Office (NAO) and found to be unfounded. But in fact, they had not been specifically looked at by the NAO, and at least one had been founded.

HS2 was, perhaps deliberately, also made too expensive to cancel. By 2020, when Boris Johnson was as prime minister deciding whether to start main construction on phase 1, they had already spent an astonishing £9 billion on “preparatory works” such as design, surveys, overheads and property — most of which, had we said no at that point, would have been wasted. That became a key argument.

Rishi Sunak cancelled phase 2 from the Midlands to Manchester
Rishi Sunak cancelled phase 2 from the Midlands to Manchester
MIKE KEMP/IN PICTURES VIA GETTY IMAGES

Last year, Rishi Sunak called their bluff, cancelling phase 2 from the Midlands to Manchester. Another adviser and I in Downing Street argued that he should make it a “teachable moment” for Whitehall, with inquiries and sackings, but he didn’t.

Thus many of the culprits are still there, and still using the same tactics. The same ratchet operation is clearly being tried on the new ministers: we’ve spent so much already, it would be silly not to finish. It’s not so much more, you know.

It is vastly more: even the official cost of phase 2, in 2024 prices, is up to £33 billion — perhaps £65-70 billion if it costs spiral as they did in phase 1. The new proposals for a supposedly cheaper, slower “phase 2 lite” are a delusion and trap. We looked at this in government — concluding (as do many HS2 supporters) that it was not cheaper than the full-fat plan. We were told this redesign would need a fresh parliamentary bill, and another five or more years. It’s another version of the old trick: start low, put up the price and end back at the original scheme.

HS2’s longest tunnel runs ten miles under the Chiltern Hills in Buckinghamshire. Accommodating the trains’ ultra-fast design meant the lines had to be flatter and straighter, with more tunnels and viaducts
HS2’s longest tunnel runs ten miles under the Chiltern Hills in Buckinghamshire. Accommodating the trains’ ultra-fast design meant the lines had to be flatter and straighter, with more tunnels and viaducts
AARON CHOWN/PA

It is claimed that we need HS2 because the existing main line is full, but no one ever provided evidence to prove this. Overcrowding, we found, was usually caused by too-short trains — most from Manchester to Birmingham have only four standard-class carriages, and many to London only five and a half standard-class carriages in a nine-carriage train. Crowding is also caused by quirks of the fare system, with heavy demand for the first off-peak departures. Capacity could greatly expand with cheaper interventions, including longer platforms and trains. The north of England’s capacity crisis is on the local and regional lines, such as across the Pennines, which HS2 relieves little, if at all.

So why are we still debating the northern extension?

Partly because it is easy and cheap for northern mayors such as Andy Burnham, who are pushing for the extension, to demand someone else build them a high-speed rail line. By contrast, many of the things they should be (but mostly aren’t) doing themselves — congestion charging, say, or taking roadspace for bus lanes — require political risk on their part.

The choice of route through ancient woodlands and other environmentally sensitive sites angered protesters, who slowed the progress of the project even further
The choice of route through ancient woodlands and other environmentally sensitive sites angered protesters, who slowed the progress of the project even further
ALAMY

Partly, it’s that this has now become a faith-based issue. Backing HS2 proves you’re green, or a friend of the north, or just a good person who wants people’s lives made easier.

Governments often pursue stupid, destructive policies for their symbolic value, of course. But HS2 is a very expensive symbol. In fact, in terms of value and efficacy, it is the worst infrastructure project in modern British history. Don’t just take my word for it: Christian Wolmar, one of Britain’s leading train experts, recently called it “the biggest omnishambles in history”.

Finally, while HS2 has been wrong for the country and the planet, it is very right indeed for the construction and consultancy industries, which have powerful lobbies in Westminster. Trams, bus lanes, and new conventional tracks would help far more people, in more places, more quickly. But they’re cheaper, with fewer opportunities for profiteering, than one giant project which can be milked for decades.

The only rational approach to HS2 is to stop it causing us, and the public finances, any more damage. The stretch to the West Midlands is too late to cancel — the digging has been done and the tunnels built. But the rest of the scheme should be left in the grave, and the money spent — as we planned — on better projects.

Britain needs investment. But we need the right investment. Investing in the wrong projects is worse than not investing at all.

Andrew Gilligan, a former transport adviser to the prime minister, is head of transport at Policy Exchange