The "war on motorists" is a myth

Everyone's feeling the pinch, but we shouldn't mistake that for a war on motorists.

Motorists are feeling the pinch. Prices at the pump are rising while most people’s pay packages have barely kept up with inflation in recent years.

But so too are rail users. Many fares will rise by 6.2 per cent while some commuters will face an 11 per cent hike.

New research from IPPR today shows that although it may not feel like it as rising oil costs push up petrol prices, motorists have actually done fairly well over the last decade—especially compared to rail and bus users. From 2000 to 2010, total motoring costs – that is including purchase costs, maintenance, petrol, taxes and insurance – have fallen in real terms by 8 per cent. Meanwhile, rail fares have increased by 17 per cent and bus and coach fares by 24 per cent.

 

Fuel prices drive perceptions about motoring costs, but only actually account for about a third of an average household’s weekly motoring costs of £77. Although fuel duty rates on petrol and diesel are high compared to other countries, they were actually 7 per cent lower in real terms in 2011 than in 2001. And compared to other countries, British motorists get away without paying a registration tax on a new car and we barely have any toll roads.

Yet since becoming Chancellor, George Osborne has delayed rises in fuel duty on three occasions at a total cost of £2.8 billion per year. In these tough economic times where the Government is trying to cut the deficit, every tax cut has to be paid for elsewhere—whether from cuts to the police, hospitals, or childcare provision.

Oil prices are extremely likely to continue rising over time. Rather than seeking to cushion this blow for UK motorists, planned annual increases in motoring taxes should be part of a rational government policy to make the transport system fairer, more sustainable and more resilient to oil price shocks.

If we are to spend additional money on transport, and there are good arguments for doing so, we should target rail and bus users rather than motorists. Buses are the most available and frequently used mode of public transport in England, making up two-thirds of all passenger journeys. Passenger miles on the railways have increased 60 per cent in a decade.

Everyone is feeling the pinch. But in these tough times, improving bus, coach and rail services and bring down their costs is more important than cutting fuel duty.

Lots of cars. Photograph: Getty Images

Will Straw is Director of Britain Stronger In Europe, the cross-party campaign to keep Britain in the European Union. 

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I was wrong about Help to Buy - but I'm still glad it's gone

As a mortgage journalist in 2013, I was deeply sceptical of the guarantee scheme. 

If you just read the headlines about Help to Buy, you could be under the impression that Theresa May has just axed an important scheme for first-time buyers. If you're on the left, you might conclude that she is on a mission to make life worse for ordinary working people. If you just enjoy blue-on-blue action, it's a swipe at the Chancellor she sacked, George Osborne.

Except it's none of those things. Help to Buy mortgage guarantee scheme is a policy that actually worked pretty well - despite the concerns of financial journalists including me - and has served its purpose.

When Osborne first announced Help to Buy in 2013, it was controversial. Mortgage journalists, such as I was at the time, were still mopping up news from the financial crisis. We were still writing up reports about the toxic loan books that had brought the banks crashing down. The idea of the Government promising to bail out mortgage borrowers seemed the height of recklessness.

But the Government always intended Help to Buy mortgage guarantee to act as a stimulus, not a long-term solution. From the beginning, it had an end date - 31 December 2016. The idea was to encourage big banks to start lending again.

So far, the record of Help to Buy has been pretty good. A first-time buyer in 2013 with a 5 per cent deposit had 56 mortgage products to choose from - not much when you consider some of those products would have been ridiculously expensive or would come with many strings attached. By 2016, according to Moneyfacts, first-time buyers had 271 products to choose from, nearly a five-fold increase

Over the same period, financial regulators have introduced much tougher mortgage affordability rules. First-time buyers can be expected to be interrogated about their income, their little luxuries and how they would cope if interest rates rose (contrary to our expectations in 2013, the Bank of England base rate has actually fallen). 

A criticism that still rings true, however, is that the mortgage guarantee scheme only helps boost demand for properties, while doing nothing about the lack of housing supply. Unlike its sister scheme, the Help to Buy equity loan scheme, there is no incentive for property companies to build more homes. According to FullFact, there were just 112,000 homes being built in England and Wales in 2010. By 2015, that had increased, but only to a mere 149,000.

This lack of supply helps to prop up house prices - one of the factors making it so difficult to get on the housing ladder in the first place. In July, the average house price in England was £233,000. This means a first-time buyer with a 5 per cent deposit of £11,650 would still need to be earning nearly £50,000 to meet most mortgage affordability criteria. In other words, the Help to Buy mortgage guarantee is targeted squarely at the middle class.

The Government plans to maintain the Help to Buy equity loan scheme, which is restricted to new builds, and the Help to Buy ISA, which rewards savers at a time of low interest rates. As for Help to Buy mortgage guarantee, the scheme may be dead, but so long as high street banks are offering 95 per cent mortgages, its effects are still with us.