Fortsätt till huvudinnehåll

The growing gap between rich and poor

A frequent topic for discussion is the widening gap between super-rich and the poor, with people in the middle being squeezed down. This is occurring in most countries, the effect being particularly marked in the USA and Britain. Nobody seems to know what to do about it.

Yet there is no mystery about what is happening. It is precisely as predicted by the nineteenth century economist Henry George, who, in his book "Progress and Poverty" examined and accounted for the paradox whereby the enormous increase in productive power produced by the Industrial Revolution led to a small class of wealthy people and a huge class of people squeezed to the limit and living in poverty.

The past thirty years have seen a succession of revolutions which have had the same effect as the first Industrial Revolution, of increasing people's productive capacity. First we had the large centralised mainframe computer, which did away with a vast number of routine jobs. Then came personal computers, which did away with another raft of jobs. And then came the communications revolution which brought us the internet, mobile phones and other technologies which have transformed the way people work. Each has increased the individual's productive power at least five-fold, but who has enjoyed a five-fold increase in real wages? It is probably the most recent of these information technology revolutions which has resulted in the great widening of the gap in the last few years.

George explained why an increase in productive power does not result in a commensurate increase in real living standards. The experience of the past few years vindicates his analysis, and, incidentally, the relevance of his proposals to deal with the problem. But are any politicians or their advisors really interested?

Download Progress and Poverty freely

or buy the book

Kommentarer

Populära inlägg i den här bloggen

The Zombie Train that refuses to die

The Guardian has published a couple more articles against HS2, one by specialist rail commentator Christian Wolmar, and another today by journalist Simon Jenkins. The main arguments in favour will doubtless be wheeled out by the commentators: the need for capacity and the disruption caused by upgrading existing routes. HST itself will severely disrupt services to Euston during the construction period. Capacity can be increased at a fraction of the cost by a variety of measures, provided that it is accepted that the additional traffic will run at existing speeds. It is not generally known that the Midland main line is, or was, four track all the way from London to Trent Junction, between Nottingham and Derby. This is because the additional tracks are separate, having been added for coal trains which trundled down to Brent sidings, on the edge of London, from a collection point at Toton in Nottinghamshire, where the Midland Railway build a huge marshalling yard. Beyond Derby, the main l...

Importing people to sustain demand

I got involved in a discussion with a Youtuber called “Philosophy all along”. This was in connection with criticism of Trump’s policy of deporting illegal migrants, which he argued would be bad for the economy as it would reduce demand. This implies that there is a need to import people to sustain demand. There is no obvious reason why a population should not be able to consume everything that the same population produces. If it can not, then something else is going on. It is a basic principle that wages are the least that workers will accept to do a job. Wages are a share of the value added by workers through their wages. The remainder is distributed as economic rent, after government has taken its cut in taxes. Monopoly profit is a temporary surplus that after a delay gets absorbed into economic rent. Land values in Silicon Valley are an example of this; it's like a gold rush. The miners get little out of it. Rent and tax syphon purchasing power away from those who produce the g...

Beyond electrification

In an earlier post I suggested a core list of lines which ought to be in an electrification programme spread over twenty years of so. This leaves a residue of routes which it is unlikely will ever be electrified. This include for example All lines beyond Glasgow, Stirling and Aberdeen All lines west of Exeter and Swansea All lines west of Chester Shrewsbury - Chester Everything not listed in my previous blog - electrification plans only scratch surface   Some of these routes carry main line services to London and other cities on parts of the network that are already electrified or included in electrification plans. Others are self contained and others carry light traffic - less than a dozen trains a day. The current plan is that main line services will be operated with the hybrid trains on order from Hitachi, but this is a costly, wasteful and ineffective solution. The performance of the trains will be inferior to the present Inter-City 125 trains on non-electrified lines and the ...