Month: December 2013

A free vote on equal marriage

John Quiggin18 Comments

The High Court has ruled, correctly in my view, that the ACT legislation which briefly established equal marriage was in conflict with Commonwealth Law clearly intended to do the opposite, by defining marriage as “between a man and a woman”. We might not like the practical result, but consider how things would be if the court had gone the other way and was then confronted by a state trying to ban equal marriage after a change in Commonwealth law.

And, this is clearly a matter for the Commonwealth to decide. Abbott implied before the election that he would be open to a free vote in the New Year[1], and Labor should push him on this. The politics of this are pretty awful for Abbott – he’s using his control of the LNP to block a reform supported by the majority of Australians and already in place in most civilised parts of the world. On recent form, he’ll probably try to tough it out for a while, but will cave if enough pressure is applied.

The final question is whether equal marriage would pass on a free vote. The last vote wasn’t encouraging, in view of the number of Labor members who opposed it, but some of them have gone and others, I think, have followed Rudd and Obama in “evolving” on the issue. The Nats will presumably be solidly against, so the real question is: how liberal are Liberals?

fn1. In my view, Rudd should have bitten the bullet after his change of view, and demanded a free vote from Abbott (the alternative being a party line vote with Labor and Greens in favor). But, the same advisers who gave us the early election and the Northern Australia nonsense thought otherwise, with results we now have to live with.

After the car industry

John Quiggin60 Comments

With the closure of GMH locked in, it seems virtually certain that Toyota will follow the same path in the end, along with most of the supporting components industry. It’s possible that a well-designed policy, combined with a sustained depreciation of the $A, could keep the industry alive (the fact that it survived the end of the high tariff era was largely due to the Button Plan in the 1980s), but this is the Abbott government we’re talking about, so it seems unlikely.

The impending end of the car industry constitutes the effective end of large scale manufacturing in Australia, at least as the term is ordinarily understood. The remaining manufacturing sector consists mainly of basic processing of agricultural and mineral products for export, along with food and beverages for the domestic market. Elaborately transformed manufactures, on which such high hopes were pinned in the 1980s and 1990s have been declining for years, and will be confined to niche markets once we stop exporting automotive products.

An immediate policy implication of the end of car production is that it’s time to drop a bunch of policies whose rationale was to support the domestic industry. The most obvious candidate is the FBT concession, just reinstated by the Abbott government. But there’s also the maintenance of some of the worlds weakest fuel efficiency standards, driven by the desire not to tilt the playing field against Falcons and Commodores. More generally, a whole range of pro-car policies will need to be reassessed, given that they increase our dependence on imports and therefore our vulnerability to terms of trade shocks.

There are direct implications for employment policy, arising from the job losses that are about to take place, and longer term implications for education and training. More on these soon, I hope.

The end of GMH

John Quiggin39 Comments

Another day, another stuffup from what already looks like the most incompetent government in Australian history. The Abbott government’s treatment of the car industry has been a disaster in policy terms, and just as bad as far as process is concerned. The key policy failure was the decision to retain fringe benefits tax breaks for cars (90 per cent of which are imported) at a cost of $1.8 billion over the forward estimates, while withdrawing Labor’s promise to give a much smaller amount in additional assistance to the remaining domestic manufacturers GMH and Toyota. Assuming Toyota also pulls out, every bit of the FBT concession will be public money sent overseas, with the exception of the slice creamed off by the salary packaging industry.

The policy process was even worse, announcing an inquiry, then pre-empting the result with a combination of leaks (of course, ABC stenographer Chris Uhlmann was happy to provide anonymity for the source) and Parliamentary taunts. Unsurprisingly, the new GM management in the US was sufficiently unimpressed to pull the plug immediately.

For the diehard fans of microeconomic reform, I guess this counts as a win. But even for them, it’s primarily a matter of cultural symbolism. The protection given to the car industry was so small that on a standard economic analysis, the welfare costs are utterly negligible. And of course, the benefits of protection were swamped by the costs of a chronically overvalued $A, which in turn reflects all manner of policy failures, from global financial deregulation to the subsidisation of the coal industry.

Money for nothing

John Quiggin7 Comments

In the midst of proclaiming a budget crisis and sacking thousands of public servants, Campbell Newman’s LNP government announced that they were going to demolish the tired Executive Building, in which Newman and other senior ministers work, and get the private sector to build them a new one. This, we were told would cost the Queensland public nothing. As I pointed out at the time

it’s blatantly obvious that if you tear down a building and put up a new one with exactly the same purpose, you are taking on additional debt, whatever the accounts can be made to say.

That was obvious from first principles, but now the Auditor General has pointed out that the deal is even worse than that, saying

“Without a competitive sale process and given the significant difference between the book value and the sale price achieved, prima facie it raises the issue of whether the state can demonstrate that it obtained best value for money for the assets it sold.”

. This isn’t surprising. Whenever one of these “money for nothing” deals is pushed through, you can be sure that the public is being ripped off for more than if the payment had been out in the open.

The Opposition has estimated the net loss to the public at more than $2 billion, and that looks to me to be in the right ballpark.

As a comparison, if you take $100000 as a round estimate for the savings in salary, on-costs and so on from dismissing a public employee this luxury project blows, over its lifetime, the annual savings from cutting at least 20 000 jobs, the number originally proposed by Newman. This was later cut to 14 000, quite a few of them replaced by outside contractors. So, it’s probable that, over the first time of the LNP government, the loss on this one piece of public extravagance will wipe out more than half the savings made by the sackings. Let’s hope the first term will also be the last.

And, with the Abbott government doing its best to help at the Federal level, reports like this might finally help to demolish the silly idea that the LNP has some sort of advantage in economic management.

Who should be licensed to use the road?

John Quiggin101 Comments

I’ve seen a number of interesting things in relation to road safety lately, some of which have caused me to revise my thoughts.

First, there’s the question of retesting for older drivers. This seemed self-evidently desirable to me, based on data showing very high fatality rates per km driven and that in most collision involving older (75+) drivers they are at fault. However, a Twitter discussion (must work out how to do Storify!) following this Background Briefing showed that things aren’t nearly so clear-cut. The fatality evidence isn’t really helpful, since it just reflects the fact that an accident is more likely to be fatal to an older person than to a younger one. The differential hazard is far greater for falls, which suggests that forcing older people out of cars may not be beneficial. And overall, the evidence on the benefits of testing appears to be mixed at best (the Monash expert quoted in BB overstates the case a bit, in my view).

More directly relevant to me (at least for the next decade or two) there are some suggestions regarding cyclist: a one-meter clearance requirement for cars , relaxation of abolition of helmet laws and requirements for licensing, rego and third-party insurance. The first is obviously sensible, the big issue being enforcement. On the third, I agree in principle with licensing and TPI, the main problem being what to do about children. Registration seems undesirable until we have a proper system of road pricing.

On helmets, I’m genuinely ambivalent, particularly after witnessing a head impact accident this morning (no injury, thanks to helmet). I would always use a helmet, but I’m not happy about the claim that Australia should have different helmet laws than Europe because our roads are more dangerous, and our drivers more aggressive. Granted that this is true we need to change these conditions. The obvious first step would be to reduce the current 60/50 speed limits for suburban streets and subarterial roads respectively to 50/40. This would greatly benefit road users (including both cyclists and older drivers) who can’t or don’t want to travel at or near existing speed limits. The welfare cost of slightly lower limits would, in my view, be trivial. I have zero sympathy for those (echoing smokers and polluters of all kinds) who want their convenience to justify imposing risks on others.

The other point though relates to those aggressive drivers. Whereas the evidence on older drivers is weak, there is ample evidence that aggressive driving, manifested particularly in traffic violations, is associated with higher crash risk, as is at-fault involvement in a previous crash. The current points system is absurdly lenient in this respect. The 12 point allowance lets drivers be convicted over a serious offence (running stop lights, speeding in a school zone etc) every year without any restriction on driving, and the suspension period for violators is only few months. I’d suggest a lifetime allowance of 24 points, with permanent restrictions thereafter, as well as reducing the three year allowance to 8 points, and increasing suspension periods.

The restrictive treatment of drivers at the older and younger ends of the age spectrum contrasts sharply with the treatment of a drivers license as a natural right for the 25-75 group, to be withdrawn only in extreme cases. In my view, aggressive drivers should be taken off the road to make them safer for the rest of us, including non-motorists and those whose reflexes aren’t sharp enough to cope with the high-speed high-risk driving of others.

Peak euphemism? #Ozfail

John Quiggin79 Comments

We’ve been used to imagining the global supply of euphemisms as limitless, but if Dennis Shanahan keeps at it, the world will be running short by the time the Abbott government leaves office. In a single column (Google it) he manages to refer to “accusations of broken promises”, “the shift on the Gonski education promise”, “the repudiation of Labor’s Gonski education promises”, “The management of the Gonski “unity ticket” on education funding”, ” accusations of broken promises” (again), “The readjustment of expectations on Gonski” “the painful Gonski process” and “a cusp of credibility”. Given his leader’s penchant for three word slogans, perhaps a three-letter word starting with “L” might be what Shanahan is reaching for here.