70 per cent of the cost of cutting the personal allowance goes to the richest half of society

Income tax is quite progressive; better to cut VAT or council tax.

Tomorrow is the beginning of the 2013/2014 tax year, and one of the changes that's going through is the latest rise in the Personal Allowance, which is increasing from £8,105 to £9,440. The Tories are making a big thing of it, launching this poster campaign:

That's going to sting for the Liberal Democrats, who are desperate to claim the increased personal allowance as their legacy from this government. But the phrasing is interesting, and worth examining.

For this poster, the Conservatives have dropped their favourite claim of "2.7 million taken out of tax altogether". That's good, because as the FT's Chris Cook explains, it's not exactly true:

The poorest families are paying a lot more in indirect tax (VAT, fuel duty, booze taxes) than in direct tax (income tax, NICs, council tax). In fact, direct taxes only overtake indirect taxes in size when you hit the fifth decile.

If you look at the second decile of households by income, just over 10 per cent of the taxes they pay are income tax. The other 90 per cent of their tax burden – still over £4,000 a year – comes from various other taxes, principally council tax and VAT. Between them, those two taxes account for almost half the tax burden on that decile.

But while it might not be the case that the tax cut takes workers "out of tax", it certainly is a tax cut for 24 million people. But rather than being a positive, this is actually the biggest flaw in the policy. This chart, prepared by the Resolution Foundation (pdf), shows the distribution of that tax cut amongst houses of different incomes:

As the chart clearly shows, the families with the biggest cash gain are the third richest tenth in the country, who get £210 each; and the families with the biggest proportional gain are the fifth richest tenth, gaining an extra 0.61 per cent of their income.

Meanwhile, the poorest families barely benefit from the rise at all. That's unsurprising; you need to be earning at least £8,105 a year for the rise to help you in any way, and at least £9,440 to gain the full benefit. And in a household, that needs to be true of both earners – otherwise half the allowance is wasted.

The chart also lets us get an idea of the distribution of the costs of the rise. Almost exactly 70 per cent of the revenue being forfeit for the increase in the allowance comes from the richest half of the nation. Less than 1 per cent of the money actually goest to the poorest ten per cent in the country.

The truth is that income tax in Britain is already one of the most progressive taxes we've got. The poorest in the nation pay little, while the richest pay most of their tax in income tax. As a result, if you want to cut taxes to help the poor, you would be better off returning VAT to its old rate of 17.5 per cent or increasing – rather than reducing – the number of people exempt from council tax. If you want to cut taxes to help the rich, going after income tax is the right way to do it.

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.

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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.