Yesterday afternoon saw some good news for my topic of the day. It came from a sector of the UK economy which over the past decade has seen an extraordinary boom which is premiership football. From the BBC.
Crystal Palace’s chairman has unveiled plans to increase Selhurst Park’s capacity to more than 34,000.
Steve Parish said the expansion, expected to cost between £75m-£100m, would be an “icon” for south London.
The full revamp is expected to take three years to complete, and work could begin “within 12 months”.
KSS, the architects behind the project, have previously redeveloped sporting venues including Anfield, Twickenham and Wimbledon.
If you travel past the ground then without wishing to upset Eagles fans it is to put it politely in sore need of redevelopment. But as well as a boost and if you make the usually safe assumption that it ends up costing the higher end of the estimate we see that each extra seat costs something of the order of £12,500. Is that another sign of inflation in the UK or good value.?
If we continue on the inflation beat then this morning has bought grim news for railway commuters as the BBC points out.
Train fares in Britain will go up by an average of 3.4% from 2 January.
The increase, the biggest since 2013, covers regulated fares, which includes season tickets, and unregulated fares, such as off-peak leisure tickets.
The Rail Delivery Group admitted it was a “significant” rise, but said that more than 97% of fare income went back into improving and running the railway.
A passenger group said the rise was “a chill wind” and the RMT union called it a “kick in the teeth” for travellers.
The rise in regulated fares had already been capped at July’s Retail Prices Index inflation rate of 3.6%.
We see a clear example of my theme that the UK is prone to institutionalised inflation in the way that the rises are capped at the highest inflation measure they could find. Suddenly the “not a national statistic” Retail Prices Index or RPI is useful when it can be used for something the ordinary person is paying in the same way it applies to student loans. Whereas when it is something that we receive or the government pays then the lower ( ~1% per annum) Consumer Prices Index or CPI is used.
The rail industry is an unusual one where booming business is a problem.
Here’s some examples. Passenger numbers on routes into King’s Cross have rocketed by 70% in the past 14 years. On Southern trains, passenger numbers coming into London have doubled in 12 years…….There is a push to bring in new trains, stations and better lines, but it’s difficult to upgrade things while keeping them open and it’s seriously expensive.
Ah inflation again! Of course railways suffer from fixed costs due to their nature but we never seem to get to the stage where maximising use reduces costs do we?
The economic outlook
If we look at the business surveys from Markit ( PMIs) we see that the UK economy continues to grow at a steady pace with according to the surveys construction and particularly manufacturing doing well.
On its current course, manufacturing production is rising at a quarterly rate approaching 2%, providing a real boost to the pace of broader economic expansion…….
This morning has brought the services data which you might think would be good following them but of course things are often contrary.
November data pointed to a setback for the UK
service sector, with business activity growth easing
from the six-month peak seen in October. Volumes
of new work also increased at a slower pace, while
the rate of staff hiring was the joint-slowest since
So growth continued but at a slower rate as the reading fell to 53.8 in November from 55.6 in October. Also there were inflation concerns being reported.
Sharp and accelerated rise in prices charged by
This is very different to the official data although it only covers the period to September.
The annual inflation rate in the latest quarter was above the average for the period, at 1.3%.
The average is for the credit crunch era.
This means that according to the business surveys the UK economy is doing this.
The survey data are so far consistent with the economy growing at a quarterly rate of 0.45% in the closing months of 2017.
I did challenge the spurious accuracy here and got this in response from their chief economist Chris Williamson.
Hi Shaun – October UK PMI was consistent with +0.5% GDP while November signalled +0.4%. Seemed sensible to split the difference!
Regular readers will be aware that the boom in this sector has faded and perhaps turned to dust in 2017. This morning the Society of Motor Manufacturers and Traders has reported this.
The UK new car market declined for an eighth consecutive month in November, according to figures released today by the Society of Motor Manufacturers and Traders (SMMT). 163,541 vehicles were registered, down -11.2% year-on-year, driven by a significant fall in diesel demand.
The fall was led by businesses.
Business, fleet and private registrations all fell in the month, down -33.6%, -14.4% and -5.1% respectively. Registrations fell across all body types except specialist sports, which grew 6.7%. The biggest declines were seen in the executive and mini segments, which decreased -22.2% and -19.8% respectively, while demand in the supermini segment contracted by -15.4%.
This means that the state of play for the year so far is this.
Overall, registrations have declined -5.0% in the eleven months in 2017, with 2,388,144 cars hitting British roads so far this year.
Hitting the roads? Well hopefully not but the economic consequences are ironically being felt abroad as much as in the UK. From the UK point of view there is a fall in consumption and to the extent of some business use a fall in investment. But we mostly import our cars so in terms of a production impact it will mostly be felt abroad. As it turns out the major impact will be felt in France as so far this year we see registrations have fallen by 18% for Citroen, 16% for Peugeot and 17% for Renault totalling around 38,000 cars for the sector. Individually the worst hit of the main manufacturers seems to be Vauxhall which is down 22% this year.
As to the type of car that has been worst hit then I am sure you have already guessed it.
heavy losses for diesel, falling -30.6%.
On that subject the SMMT seems lost in its own land of confusion.
Diesel remains the right choice for many drivers, not least because of its fuel economy and lower CO2 emissions.
That ( and the tax advantages) persuaded me to get what I thought was a new green and clean diesel only to discover that instead I have been poisoning the air for myself and other Londoners. So I guess more than a few are singing along to the Who these days.
Then I’ll get on my knees and pray
We don’t get fooled again
We await to see how this impacts on all the car loans and note that the UK is not alone in this if the Irish Motor Industry is any guide.
New car sales year to date (2017)131,200 (2016) 146,215 -10%
There is a fair bit to consider so let us start with the car market. Whilst there is an impact on consumption and perhaps a small impact on production ironically the impact on our trade and current account position will be beneficial as explained by this from HM Parliament.
The value of exports totalled £31.5 billion in 2016, but imports totalled £40.3 billion, so a trade deficit of £8.8 billion was recorded.
So the impact on UK GDP is not as clear as you might think especially if we continue to export well.
UK car manufacturing rises 3.5% in October with 157,056 cars rolling off production lines.Exports up 5.0% – but domestic demand falls -2.9% as lower consumer confidence continues to impact market.
The main problem for the UK would be if the current inflation surge continues so let us cross our fingers that it is fading. Otherwise 2017 has been remarkably stable in terms of economic growth driven by two factors which are the lower Pound £ and the fact that the world economy is having a better year.
Meanwhile I will leave the central bankers and their acolytes to explain why a development like this is bad news. From Bloomberg.
Among the coconut plantations and beaches of South India, a factory the size of 35 football fields is preparing to churn out billions of generic pills for HIV patients and flood the U.S. market with the low-cost copycat medicines.