Ryan's spending cuts aren't just big, they are impossible

What would you cut?

Yesterday, we touched on why Paul Ryan's budget will inevitably lead to skyrocketing deficits. But one part of that in particular deserves unpacking: Ryan wants to cut almost all of the discretionary federal budget down to just 0.75 per cent of GDP. That is, bluntly, impossible.

The (simplified) argument against Ryan's "fiscal credibility" is that he wants to cut taxes and spending. But while no-one ever argues with tax cuts, the spending cuts he has laid out are implausible. As a result, his plan would result in lower taxes but the same spending, creating a budgetary black hole which will rapidly increase the deficit.

The claim about spending cuts, however, deserves some unpacking. Leaving aside for the moment Ryan's plans for Medicare, Medicaid and social security, he wants to reduce spending on everything else to 3.75 per cent of GDP by 2050.

That "everything else" includes defence spending, which Mitt Romney has separately promised to guarantee receives 4 per cent of GDP, and which has in fact never fallen below 3 per cent of GDP. Given even Ryan doesn't plan to fund federal services with negative money, lets assume that his plan calls for 3 per cent of GDP to be spent on defence, leaving 0.75 per cent of GDP to be spent on everything in the federal budget which is not Medicare, Medicaid, social security or defence.

America's GDP for 2011 was $15.09trn, which means Ryan's discretionary budget has a little over $113bn to allocate. What costs $113bn?

The administration for children and families is a centralised agency under the aegis of the Department of Health & Human Services which provides most welfare services aimed at children and families. It takes up $16.2bn of federal funding.

Food and nutrition assistance distributed by the Department of Agriculture stops people starving. It costs $7.8bn.

The National Science Foundation spends $1.4bn on Maths and Physics research, its largest single spending area (largely due to the fact that health research is given to the National Institutes of Health instead).

The National Oceanic and Atmospheric Administration – NOAA – is roughly the equivalent of the Met Office. It costs $5.5bn a year.

The Department of Energy spends $0.5bn on advanced computing research, $0.8bn on High Energy Physics, and $2.0bn on basic energy research, all of which ensure that American energy supplies are fit for the future.

NASA cost $18.7bn in 2012, and managed to land a rover on Mars this year, which has got to count towards some value for money.

The Internal Revenue Service – although mostly concerned with bringing money in, rather than spending it – required a budget of $13.3bn to do just that.

$2.4bn was spent on HIV/AIDS prevention and treatment domestically and $5.6bn on the same overseas. $2bn was spent on public health responses and dealing with infectious diseases, and $4.6bn was spent on the Indian Health Service, which provides healthcare to Native Americans.

The Postal Service cost $5.9bn and the Federal Aviation Administration spent $13.1bn. Proving, yet again, that trains rule and planes drool, the Federal Railroad Administration cost just $3bn.

The Bureau of Alcohol, Tobacco, Firearms and Explosives – which, yes, sounds less like a government department and more like the best party shop ever – had a budget of $1.1bn in 2012.

The two highest resourced Institutes of Health were the Cancer Institute, and Allergy and Infectious Diseases. They got $5.2bn and $5.0bn respectively.

Those programs alone – some big, some small - spend, between them, $114.1bn a year. That is $900m more than what Paul Ryan wants to spend on the entire non-defence discretionary budget.

Or, to put it another way, we have used up the US budget on projects which are entirely valuable, and which would cause real pain if cut, without even touching on:

The FBI ($8.1bn), Elementary and Secondary Education ($41.4bn), Financial Aid to university students ($31.4bn), the entire legislative, judicial and presidential branches ($12.3bn), public housing and housing assistance ($35bn), the FDA ($2.7bn), the EPA ($9.0bn) and FEMA ($6.8), the highway administration ($43.6bn) and the entire department of the interior ($12.0bn).

(Those departments, by the way, have a budget totalling $202bn. So even if everything else in the entire discretionary budget didn't exist, they would still have to lose almost half their budgets to stay within Ryan's spending limits)

Oh, and that's not even mentioning the smaller agencies, which would likely come under the knife in an attempt to squeeze out every last cent. Agencies like the FTC, Holocaust Memorial Museum, FCC, Smithsonian Institution, SEC and the entire District of Columbia may have budgets which amount to little more than rounding errors in the grand scheme of things, but you can be sure some of them will go as well.

But all of this assumes that Paul Ryan will be able to get defence spending down to its historic minimum of 3 per cent of GDP. Right now, the National Security budget is $754bn, and the Department of Defense alone commands $671bn. That is 5.0 per cent, and 4.4 per cent, of GDP, which Ryan would need to slash.

The spending cuts he desires are impossible. They will not materialise, and never could be expected to. And so Ryan will either have to abandon his plan entirely, or pass unfunded tax cuts. If he really is a deficit hawk, that has got to qualify him as one of the most incompetent ever

See an infographic on Ryan's budget here

Paul Ryan speaks during a campagin stop in Des Moines, Iowa. Photograph: Getty Images

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.