Finance (No. 4) Bill

Debate between Lord Evans of Rainow and David Mowat

Thursday 19th April 2012 Commons Chamber

[Graham Evans]

My hon. Friend makes a good point, which the Prime Minister made yesterday at the Dispatch Box.

[David Mowat]

A number of Labour Members have mentioned bravery in respect of Government Members and some Budget measures. I was not a Member of the House before the last election, but perhaps Opposition Members who were could tell us whether they lobbied the Chancellor for a 45% or a 50% tax rate during the 12 years of the Labour Government, in which the disparity between rich and poor in this country rose to the highest level ever.

[Graham Evans]

I am grateful to my hon. Friend for making that point on the disparity between rich and poor under the Labour Government.

I accept the point made by the hon. Member for Stretford and Urmston (Kate Green), but bringing the UK’s top rate of tax in line with other international competitors such as Italy, France and Germany, and cutting corporation tax to the lowest level in the G7, will send out a powerful message that enterprise and aspiration are valued in this country. In the spirit of the Leader of the Opposition’s recent Occupy-style hyperbole, I want the 1% to come and occupy and therefore pay tax and create jobs in the UK.

Pension Industry

Debate between Lord Evans of Rainow and David Mowat

Tuesday 21st February 2012 Commons Chamber

[David Mowat (Warrington South) (Con)]

I am delighted to have this opportunity to raise a number of emerging cost structure issues within the UK pension market. This is an area in which I continue to receive a high number of representations from constituents, and the recent debate over public sector pensions has highlighted yet again the vast disparity that continues to exist between public and private sector provision. My view is that we should now stop talking about public sector pensions and ensure that the vast majority of the work force who make up the private sector get a better deal. The prognosis is not good, however, because of the endemic mistrust within the industry. Indeed, a recent National Association of Pension Funds survey found that 48% of the population did not believe that pension provision was a suitable form of investment.

The timing of this debate is important for two reasons. The first is the imminent introduction of auto-enrolment which, for the first time, will introduce many millions of new and relatively unsophisticated consumers into the market. The second is the emerging evidence of a serious market failure in both the investment and annuity provision segments of the industry. That market failure is robbing ordinary families of tens of thousands of pounds and of their chance of a decent retirement.

Before we investigate the causes of the problems, I should like to indentify the three distinct segments of the market. The first involves those in the public sector, about whom we have talked many times in this place. They are well catered for in comparison to others. An illustration of that is the fact that a £10,000 pension taken at the age of 65, would, in the free market, require a pension pot of about £250,000 a year. That is what the private sector is competing with.

The second segment of the industry involves those in the private sector who have made some attempt to provide for themselves, either because they are in a final salary scheme or—more likely, given that nearly all final salary schemes are now closed—a money purchase scheme.

[Graham Evans (Weaver Vale) (Con)]

I congratulate my hon. Friend on securing this important debate. The strivers in this country who work hard and do the right thing in providing for their own pension in retirement are finding that their private sector final salary pensions disappeared 10 or 15 years ago, and that their endowment policies—remember those, from the 1980s?—are delivering half of what was promised. In the light of that, and of the Equitable Life scandal, does my hon. Friend agree that it is a 21st century scandal that the fund managers in the City are still getting paid and receiving bonuses?

[David Mowat]

I thank my colleague for that intervention. I was just about to say that the average pension pot for the people in the sector I mentioned is of the order of £35,000 a year. That is enough for a pension of about £1,500 a year.

The third segment of potential pensioners are those for whom no provision whatever has yet been made. The Government are correctly trying to reach them through auto-enrolment. This segment contains the most unsophisticated consumers who need the most protection.

It is right, as the industry says, for people to save more, but when their funds are eroded by unnecessary costs and when annuities provide such poor value, many people in these groups say, “why bother?”. Up to a point, they are right, but this is the tragedy: we must save more, yet the Government have not put in place the environment that is necessary for effective saving. What that means in policy terms is that the Government are inheriting under-pensioned retirees, with all that that means for social security, despite the fact that the Government spend £33 billion a year in pension tax relief. This tax relief that should be subsidising retirement prosperity is, frankly, being siphoned off to fund managers through investment and annuity overcharging. I shall talk first about the fund management industry and then about annuities.

The Financial Services Authority has recently published statistics estimating that 31% of pension pots go in charges or fees. Clearly, the decision on which pension to purchase is, along with buying a house and buying a car, one of biggest decisions in people’s lives, yet they do it from a position of ignorance. The reason why the market does not work is that there is a massive asymmetry of information between providers and buyers and therefore of buyer confidence.

The area is complex, but the whole problem is compounded by an opaque fee structure, which is indicated by the types of charges relating to pensions—entrance charges, platform charges, annual charges, exit charges and, indeed, churn charges. Some of these appear in published overall cost figures and some do not. For example, the churn charge is not included by pension fund managers in the cost structure of what they call the TCR—transitional corresponding relief—ratio of a fund. This can be responsible, according to Money Management, for changing a 31% figure into a staggering 53%. That means that 53% of the money going into pension funds goes in charges. If we examine the average degree of churn in a pension fund, we find a rate of 128%, meaning that every equity in it is churned every seven months. Warren Buffett takes the view that equity should be held for a lot longer than that. Frankly, holding it for something like seven months is simply not right.

High-speed Rail

Debate between Lord Evans of Rainow and David Mowat

Wednesday 13th July 2011 Westminster Hall

[Graham Evans (Weaver Vale) (Con)]

I congratulate the hon. Member for Clwyd South (Susan Elan Jones) on securing the debate. I have not hidden my full backing for the proposed high-speed rail link, and I certainly cannot be accused of hiding my disdain for some of the bogus arguments made by its opponents, who have now given up even pretending that they are not nimbys. Take the hon. Member for Coventry North West (Mr Robinson), for example, who just this week said:

“There’s nothing wrong with being a Nimby, openly and absolutely.”

However, I do not intend to waste any more time on them.

The last time that we had a debate on this issue in Westminster Hall, I focused on busting the myths of the opponents. In this debate, I shall explain how my constituents and the constituents of the hon. Member for Coventry North West—indeed, all our constituents—will massively benefit from a high-speed rail link between London, Birmingham, Leeds and Manchester. When I say “our constituents”, I really mean our constituents’ children and grandchildren, because this is a long-term decision, not an election gimmick or a vanity project. Most of us in the Chamber will not be around to take the credit when the first high-speed trains arrive in Manchester. This is about taking the right decision now to ensure that our economy can compete in the decades ahead so that the next generation, which has already been saddled with huge levels of debt thanks to the previous Government, is not also stuck with a jammed-up rail network, which would have crippling effects on our international competitiveness. After all, we would not want to run a 21st-century economy on A and B roads when we could build motorways.

All our major global competitors already have high-speed rail lines or are investing in them right now. If we do not go ahead with High Speed 2, we will be left behind. Network Rail estimates that London-Manchester passenger demand will grow by 61% by 2024. It is clear that “upgrading is not enough” and that

“incremental improvements in the existing network are unlikely to be able to keep up with rapidly growing passenger demand”.

That should be a warning to opponents.

[David Mowat]

I want to touch on one quick point that my hon. Friend and others have made in error. They suggest that this is all about Manchester to London, Leeds to London or Edinburgh to London, but it is not—it is about getting to Europe as well. The links to High Speed 1 are fundamental to our communities, and we must not let the debate become polarised so that it focuses only on London.

[Graham Evans]

I am most grateful for my hon. Friend’s intervention and I take his point.

Network Rail is clear about what the solution should be. It says that High Speed 2 “solves the capacity challenge” and that the proposed line would

“deliver a very large increase in capacity, including freeing up capacity on the existing network for freight, more frequent services for cities not served by the high-speed line and increased commuter services.”

That means that the constituents of the most earnest opponents of High Speed 2 will benefit directly from the plans. The point about freight is also crucial. If we are to rebalance our economy, with more northern-based manufacturing—figures show the Government are already making strong progress on that—that will involve demands for additional freight capacity.

High Speed 2 therefore directly benefits a wide range of people, from commuters in Cheshire to manufacturers in Coventry. A lot of flim-flam will be spoken about the business case for high-speed rail by its opponents, but the business case is strong. The estimated benefit to the economy is more than £40 billion pounds.