"Factual errors" and "slipshod research" - the Britannia Unchained Tories must try harder

Proper policy recommendations require hard graft, which is distinctly lacking in this book.

The authors of Britannia Unchained – five Conservative MPs including Elizabeth Truss and Dominic Raab – argue that Britons are “idlers . . . obsessed with the idea of the gentleman amateur”. Sadly, so far the reaction to the book has proved their point. They’ve had headlines in the Daily Mail and the Telegraph and the Guardian has marked them out as the young Tories to watch. Job done. Yet they’ve done it without doing any serious research, let alone thinking about what that research might mean. They have joined the political version of celebrity culture – the same culture that they argue, to some extent compellingly, makes Britons believe they can get on without doing any hard work.

You don’t need to plough through the book and itemise the factual errors or slipshod research to see just how lazy they’ve been. The first statistics in the book, on page two, point out: “The dependency culture has grown dramatically. By February 2012, 5.7 million people were claiming some kind of benefits. At over 13 per cent of the working population, this is one of the highest proportions in the OECD.”

What’s wrong with this? Where do I start? No footnote (in a book that contains several hundred, most to newspaper articles). What does “some kind of benefits” mean? Not pensions, child benefit or tax credits, I can deduce that, although the average reader won’t know. Does it include disability living allowance and housing benefit (both of which can be claimed by workers)? I think the former but not the latter. Grown since when? It certainly grew rapidly in the 1980s and early 1990s but the number of people claiming out-of-work benefits fell steadily from its peak in 1994 until the 2008 crisis and, despite the recession, is still well below the levels of the mid-1990s. So the drama is less than compelling. As for “one of the highest proportions in the OECD”, the last OECD study on this topic found nothing of the sort.

Most of the book follows this pattern: a randomly strung-together mixture of anecdote, assertion and rehashed articles from a wide variety of sources, ranging from the Mail to the Economist to that old staple, “A research study found . . .”

Hard graft

All this is a pity, because I found myself warming to much of the tone and content of the book. The authors’ basic message is one of hard-headed optimism; that is, the UK, despite our current problems, has plenty of inherent strengths and our destiny is under our control. They want us to learn from other countries but do not fall into the trap of arguing that we’d be fine if we just copied – insert one of the following according to ideological preference – China, Sweden, Germany, Singapore or the US.

Nor do they succumb to the easy pessimism that is currently prevalent among commentators (and, sadly, too many economists) that we are doomed to no or slow growth or that our children will be worse off than we are.

As a consequence, many of the broad implications of their arguments, at both macro and micro levels, are entirely sensible. Our children need to understand that they are unlikely to make it as pop singers or footballers but that if they study and work hard they have an excellent chance of succeeding. At a national level, policymakers need to be more ambitious, take more chances, encourage innovation and risk failure. Unfortunately, as a result of the sloppiness of both the research and the writing, the authors fail to translate this into concrete policy recommendations.

To take one example, it is a clear implication of many of the arguments they make – that we should be open to new ideas; promote competition and innovation; reduce unnecessary red tape, especially in the labour market – that the UK should be more open to immigration, especially skilled immigration. This would not be a panacea but it would certainly help. Now the government they support is moving in precisely the opposite direction, in a manner likely to do considerable economic damage – and yet immigration policy is not even mentioned. They are courageous enough to insult the work ethic of the British labour force, apparently, but not brave enough to confront the shibboleths of their party. That is a pity.

Doing evidence-based policy analysis and turning it into credible policy recommendations is neither quick nor easy. You need to be prepared to trawl through the data, work out what it means, translate that into something that policymakers can understand and help them think through the potential policy implications. On the basis of Britannia Unchained, we still lack politicians who are prepared to get down to this sort of “hard graft”.

Jonathan Portes is director of the National Institute of Economic and Social Research and a former chief economist at the Cabinet Office.

Read Simon Heffer’s review of “Britannia Unchained” in this week's New Statesman, on sale today

Lady Diana Cooper as Britannia at the Empire Ball in 1924. Photograph: Getty Images

Jonathan Portes is director of the National Institute of Economic and Social Research and former chief economist at the Cabinet Office.

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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.