Niall Ferguson attacks Obama, poorly

The economic historian penned a cover-piece for Newsweek which doesn't show the best grasp of his subject.

Niall Ferguson has written the cover story in this week's Newsweek slating Obama for his economic performance, and forcefully arguing against the president's re-election.

Ferguson writes:

In his inaugural address, Obama promised "not only to create new jobs, but to lay a new foundation for growth." He promised to "build the roads and bridges, the electric grids, and digital lines that feed our commerce and bind us together." He promised to "restore science to its rightful place and wield technology’s wonders to raise health care’s quality and lower its cost." And he promised to "transform our schools and colleges and universities to meet the demands of a new age." Unfortunately the president’s scorecard on every single one of those bold pledges is pitiful.

But much of the article reveals that it is Ferguson himself who is pitiful. The people slating him may largely be the usual suspects, but their criticisms still hold.

Noah Smith points out that the very paragraph quoted above, the third in the entire piece, isn't quite accurate:

I'll just quickly note that the American Recovery and Reinvestment Act contained substantial funding for infrastructure. So Ferguson, when he says that Obama has not built infrastructure, is simply asserting something that is not true. In the parlance of my generation, he is "spouting BS".

Paul Krugman, for instance, argues that Ferguson offers "just a plain misrepresentation of the facts" when discussing the effect of healthcare reform.

Ferguson says:

The president pledged that health-care reform would not add a cent to the deficit. But the CBO [Congressional Budget Office, the model for our OBR] and the Joint Committee on Taxation now estimate that the insurance-coverage provisions of the ACA will have a net cost of close to $1.2 trillion over the 2012–22 period.

The passage reads as though Ferguson is saying that the CBO thinks Obamacare adds to the deficit, when in fact they say the exact opposite; the insurance-coverage provisions cost money, but they are funded by other measures in the act. It's difficult to work out whether Ferguson is deliberately misleading or just mistaken, but either way he's wrong.

Similar weirdness happens with his arguments over America's comparative performance. He writes:

The failures of leadership on economic and fiscal policy over the past four years have had geopolitical consequences. The World Bank expects the U.S. to grow by just 2 percent in 2012. China will grow four times faster than that; India three times faster. By 2017, the International Monetary Fund predicts, the GDP of China will overtake that of the United States.

Illustrated with this chart:

Both Matt Yglesias and Joe Weisenthal pointed out that it's a tad unfair to blame Obama for the fact that the BRICS are growing faster than America.

Yglesias writes:

Ferguson is implicitly making two points with this graphic and it's difficult to know which of them is more absurd—the idea that Obama is responsible for rapid economic growth in China or the idea that if he were responsible that would be blameworthy.

And Weisenthal adds:

It even hits Obama for stuff like this, which seems totally inevitable at some point, regardless of who is President.

Weisenthal also focuses on Ferguson's shoddy prior record when it comes to economic forecasting, concluding:

Bottom line: Ferguson has made some big calls about economic collapse ever since Obama took over. As he declares that Obama has been a failure, note that those own calls in recent years have been off the mark.

Of course, as Paul Cotterill wrote last week for the New Statesman, Niall Ferguson isn't actually the best economic writer around. Or really that good at all. Discussing his Newsweek article on the Indian blackouts, Cotterill concludes:

For Ferguson simply to set the long term consequences of colonialism to one side, in favour of a simplistic view of why India is where it is now - a paradox not of its own making - confirms his fall from decent historian to celebrity charlatan, interested more in soundbite opportunity than in real economics and history.

Just a week on, it seems Ferguson has proved that suspicion correct.

Update, 17:55:

Ferguson has responded to Krugman's criticism with an excuse which boils down to "I didn't lie, I deliberately mislead my readers!". 

He writes:

I very deliberately said “the insurance coverage provisions of the ACA,” not “the ACA.” There is a big difference.

Brad DeLong, at least, is not having it:

The "But" at the start of the second sentence in the quote tells readers two things: (i) that Obama has violated his pledge--that he promised that the ACA would not increase the deficit, but that it did--and (ii) that the rest of the second sentence will explain how Obama violated his pledge. . .

Now comes Ferguson to tell us that he lied.

Now comes Ferguson to tell us that his "But" at the start of the second sentence in the quote is completely, totally, and deliberately false. . .

And his only excuse--now, it's not an excuse for the lie, it's a "I can lie cleverly" boast--is: "I very deliberately said 'the insurance coverage provisions of the ACA', not 'the ACA'".

Fire his ass.

Fire his ass from Newsweek, and the Daily Beast.

Convene a committee at Harvard to examine whether he has the moral character to teach at a university.

There is a limit, somewhere. And Ferguson has gone beyond it.

Niall Ferguson's Newsweek cover

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.