Working from home would be back to the future

By now it seems cut and dried. The pandemic has taught us to love the benefits of working from home and stopped bosses fearing it, so we’ll keep doing it once the virus has receded and the kids are back at school. Well, maybe, maybe not. Any lasting change in the way we work is likely to be evolutionary rather than revolutionary.

Productivity Commission boss Michael Brennan and his troops have been giving the matter much thought and, as he revealed in a speech last week, such a radical change in the way we work would be produced by the interaction of various conflicting but powerful forces.

After all, it would be a return to the way we worked 300 years ago before the Industrial Revolution. Then, most people worked from home as farmers, weavers and blacksmiths and other skilled artisans. And, don’t forget, by today’s standards we were extremely poor.

What’s made us so much more prosperous? Advances in technology. But technology is the product of human invention. That invention could have pushed our lives in other directions.

What underlying force pushed us in the direction it did? As the Productivity Commission boss was too subtle to say, our pursuit of improved productivity.

Productivity isn’t producing more, it’s producing more with less. In particular, producing more of the goods and services we love to consume using less labour. Why among the three “factors of production” – land and its raw materials, capital equipment and labour – is it labour we’ve always sought to minimise?

Because we run the economy to benefit ourselves, and it’s humans who do the labour. We’ve reduced physical labour, but now automation allows us to reduce routine mental labour.

(While we’re on the subject, note this. Many people think automation destroys jobs. But in 250 years of installing ever-better “labour-saving technology” we’ve managed to increase unemployment only to 6 per cent or so. That’s because automation doesn’t destroy jobs, it changes and moves them. From the production of physical goods to the delivery of human services. In the process, it’s made us hugely better off.)

It was the Industrial Revolution that increasingly drove us to the centralised workplace. Initially, the factory and the mine, then the office.

The move to most people working in a central location was driven by economic forces. Businesses saw the benefits – to them and their customers – of combining labour with large and expensive machinery, powered by a single source. Initially, steam.

“The factory provided a means for bosses to co-ordinate activity in real time, supervise workers and it also provided an efficient way to share knowledge – as did the office,” Brennan says.

So the central workplace reduced the cost of combining labour and capital, but did so by imposing transport costs – mainly on workers who had to get themselves from home to the central location and back.

For most of the 20th century, however, it got ever-cheaper to move people around, via steam, electricity, the internal-combustion engine and the aeroplane. So advances in transport technology reinforced the role of the central workplace.

For about the past 30 years, however, the cost of moving people around has stopped falling. “We seem to have hit physical limits on speed; and congestion has meant that today it takes longer to move around our cities than was the case a few decades ago,” Brennan says.

This, of course, is why we fancy the idea of continuing to work from home. It’s only advances in computing and telecommunications technology that have made this possible. The cost of moving information has plummeted, while the cost of moving workers – in time and discomfort – has gone up.

So, could it be that modern communications technology is set to drive us back to our homes?

Perhaps. But remember this. While the tiny proportion of people working from home has hardly budged over the past two decades, our capital city CBDs have become more significant as centres of economic activity and as engines of productivity improvement.

Here’s the catch. At the same time as information technology was improving, and the cost of communicating over distance was falling, the nature of work was changing. As machines have replaced routine tasks, modern jobs have come to require more open-ended decision-making, critical thinking and adaptability.

Experts think these quintessentially human skills are best developed and honed through face-to-face interactions, such as the serendipitous encounter or the tacit knowledge we absorb through observing those around us.

Get it? That many of us have come to prefer working from home (I’ve been doing it since 1990) is just one factor that happens to be pulling us in the direction of home. Other factors will keep pulling us into the office. Expect a lot of businesses experimenting with different mixes of the two.

Economic history suggests that what evolves will be the combination that maximises our productivity. Not just because bosses want to make bigger profits, but also because most people like a rising standard of living.

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Budget's infrastructure spend more about sex appeal than jobs

Economists haven’t been enthused by inclusion in the budget’s big-ticket stimulus measures of $11.5 billion in road and rail projects. Why not? Because spending on “infrastructure” often works a lot better in theory than in practice.

Economists were more enthusiastic about infrastructure before the pandemic, when Scott Morrison’s obsession with debt and deficit had him focused on returning the budget to surplus at a time when this was worsening the growth in aggregate demand and slowing the economy’s return to full employment.

Reserve Bank governor Dr Philip Lowe pointed out that, unlike borrowing to cover the government’s day-to-day needs, borrowing to fund infrastructure was a form of investment. The new infrastructure could be used to yield benefits for decades to come, and so justify the money borrowed. Indeed, well-chosen infrastructure could increase the economy’s productive efficiency – its productivity – by, for instance, reducing the time it took workers to get to work or the cost of moving goods from A to B.

Another motivation was the high rates of population growth the government’s immigration program was causing. More people need more infrastructure if congestion and shortages aren’t to result, and thus worsen productivity.

But much has changed since then. The arrival of the worst recession in many decades has changed our priorities. We’re much less worried about debt and deficit and much more worried about getting the economy going up and unemployment coming down. And we don’t want economic growth so much to raise our material standard of living as to create more jobs for everyone needing to work.

Because infrastructure involves the government spending money directly, rather than using tax cuts and concessions to transfer money to households and businesses in the hope they’ll spend it, it should have a higher “multiplier effect” than tax cuts.

But as stimulus, infrastructure also has disadvantages. Big projects take a long time to plan and get approved, so their addition to gross domestic product may arrive after the recession has passed. And major infrastructure tends to be capital-intensive. Much of the money is spent on materials and equipment, not workers.

In a budget we’re told is “all about jobs”, many economists have noted that the same money would have created far more jobs had it been spent on employing more people to improve the delivery of many government-funded services, such as education, aged care, childcare and care of the disabled.

Most of those jobs are done by women. Infrastructure is part of the evidence for the charge that this is a “blokey” budget, all about hard hats and hi-viz vests.

If there’s a TV camera about, no one enjoys donning the hard hat and hi-viz more than our politicians – federal and state, Labor and Liberal, male and female. And it turns out that “high visibility” is another reason economists are less enthusiastic about infrastructure spending than they were.

In practice, many infrastructure projects aren’t as useful and productivity-enhancing as they could be because they’ve been selected to meet political objectives, not economic ones.

Politicians favour big, flashy projects – preferably in one of their own party’s electorates – that have plaques to unveil and ribbons to cut. It’s surprising how many of these projects are announced during election campaigns.

An expert in this field, who keeps tabs on what the pollies get up to, is Marion Terrill, of the Grattan Institute. She notes that since 2016, governments have signed up to 29 projects, each worth $500 million or more. But get this: only six of the 29 had business cases completed at the time the pollies made their commitment.

So “politicians don’t know – and seemingly don’t greatly care – whether it’s in the community’s interest to build these mega-projects,” she says.

Terrill says the $11.5 billion new infrastructure spending announced in the budget includes a mix of small and large projects, such as Queensland’s $750 million Coomera Connector stage one, and $600 million each for sections of NSW’s New England and Newell highways.

The money is being given to the state governments to spend quickly, and it will be taken back if they don’t spend it quickly enough.

Which they may not, because the new projects go into an already crowded market. Federal and state governments have been pumping money into transport construction for so long that, even two years ago, work in progress totalled an all-time high of about $100 billion.

By March this year – before the coronacession – the total had risen to $125 billion, Terrill calculates.

In some states at least, the civil construction industry – as opposed to the home construction industry – is already flat chat. It’s hardly been touched by the lockdown and doesn’t need the support it will be getting. Just how long it takes to work its way through to the new projects, we’ll see.

Terrill notes that the bulging pipeline of infrastructure construction built up before the pandemic was all about responding to the high population growth we’d had for years, and imagined we’d have forever.

But the pandemic’s closure of international borders – and parents’ reluctance to bring babies into such a dangerous world - has brought our population growth to a screaming halt. The budget papers predict negligible population growth this financial year and next, with only a slow recovery in following years. That is, we’re looking at a permanently lower level of population, and maybe a continuing slower rate of population growth.

Terrill says that, rather than ploughing on, we should reassess all the road and rail projects in the pipeline when we’ve got a clearer idea of what our future needs will be. And when we have a better idea how social distancing may have had a lasting effect on workers’ future travel and work patterns.

What’s so stupid about mindlessly piling up further transport projects is that the glitz-crazed pollies are ignoring a real and long-neglected problem: inadequate maintenance of the roads and rail we’ve already got. No sex appeal, apparently.

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Election competition over infrastructure is too costly

The popular view of infrastructure is that we don’t have nearly enough of the stuff, so the more we spend the better for the economy. The sad reality is that every year huge amounts of taxpayers’ money are wasted on infrastructure – and much of the damage is begun in election campaigns.

This is not to deny that well-chosen and executed infrastructure projects contribute significantly to improving the productivity of the economy – its ability to produce more goods and services per unit of inputs of economic resources.

It may even be true that we have a backlog of projects we should be getting on with. But that doesn’t mean we’re not wasting a shedload of money – mainly by building the wrong things in the wrong places.

Sadly, in our messy world, shortages of infrastructure can exist side by side with waste and extravagance. The more money we waste, the bigger the shortages.

Why does this happen? Often because good economics gets trumped by expedient politics. Often what’s good economics lacks sex appeal – spending enough each year to ensure roads and rail lines are well maintained, for instance – whereas politicians are irresistibly attracted to projects that are new, flashy and appeal to the unthinking (radio shock jocks, for example) as just what they think we need.

And because political parties mostly want to use the announcement of new spending projects to win voters’ approval in those electorates they might lose or could win.

That’s why election campaigns are when the seeds of later waste are sown. You think of something that will sound nice, pick a price tag that sounds big but not too big, travel to the right town, don hi-vis jacket and hard hat, wait till the media cameras arrive, make the grand promise – and then wait till you’re elected or re-elected to get the bureaucrats to "do the paperwork" – estimate how much it really will cost and work up some sort of "business case" showing the project’s benefits will exceed its costs.

This, of course, is just the opposite of how you’d go about ensuring every dollar spent was well-spent. Someone suggests a project, you put it to the test. What exactly is the problem you’re trying to solve? How does it rank in importance against all our other problems?

The particular project you’re examining is probably just one way of solving the nominated problem. What are the other options? You compare the various options by making the best measurement you can of each one’s costs and expected benefits to the community, then pick the option where the benefits most exceed the costs. (There may well be some unquantifiable considerations that also need to be taken into account.)

By this point you ought to have a well-informed estimate of the chosen project’s monetary cost. That estimate should allow for the likelihood that not everything will run according to plan.

According to Hugh Batrouney, then of the Grattan Institute, last year the federal government proposed rail links to the (future) Western Sydney airport and to Tullamarine airport. (Note the symmetry. If Sydney’s getting something, better have something similar for Melbourne.)

At the time of announcement, neither project had a developed business case. But the opposition was quick to support the government’s proposal.

Trouble is, a government study found that Western Sydney won’t need a rail link until 2036 at the earliest. In the case of Melbourne’s rail link, the project’s route hasn’t been resolved, let alone its costs, ticket pricing structure or potential benefits.

And Infrastructure Victoria said upgrading airport bus services should be investigated before spending on a rail link – which, in any case, would be much more expensive and couldn’t be delivered for at least 15 years.

Grattan’s healthcare expert, Dr Stephen Duckett, says that when federal politicians promise to build new hospitals in particular places – as both sides have done in this campaign – they interfere with the state governments’ responsibility to plan where the next hospital development should be, so as to ensure access to public hospitals is adequate throughout the state.

Next, take the plan announced in this year’s budget for a national “commuter car park fund” costing $500 million over 10 years, intended to make it easier for people in the suburbs to drive to their local train station.

A group of transport and urban planning experts from the University of Melbourne has written on The Conversation website that half a bil may sound like a lot, but it probably buys only about 30,000 new parking spaces, serving maybe 45,000 extra commuters. That’s just 4 per cent of the Australians who travel to work by public transport.

And, they note, there’s no guarantee the extra parkers would be people who’d no longer go to work by car. Studies suggest a lot of them would be people who formerly walked, cycled or bussed to a different station (where the parking spots are always taken).

The experts suggest it might be better to spend the $500 million on more frequent bus services to stations, and use the car parks for more valuable purposes.

Marion Terrill, Grattan’s transport infrastructure expert, says Labor’s most important promises aren’t the sexy stuff about electric vehicles, but one to ensure Infrastructure Australia assesses projects before the decision to invest in them, and to make the assessed business cases public. Doesn’t quite fit with some of Labor’s latest project promises, however.

"It would be a significant improvement if whichever party wins government next month were to commit to, and follow through on, careful assessment of transport gaps and problems, consideration of the various feasible solutions, and rigorous evaluation of the preferred approach," she concludes.

"And it’s not enough just to do this; it should be done in public." Amen to that.

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Privatisation has been a disaster in many cases

If you’ve always doubted the sense of privatising government-owned businesses, vindication is now flowing thick and fast. In many – but not all - cases it’s turned out to be bad idea. One that’s costing consumers a pretty penny. Unscrambling the egg, however, is proving a frustrating and painful process.

Many people feared that if private businesses were allowed to buy government businesses, the first thing they’d do would be to jack up their prices. Politicians and supposed experts told them not to worry. Sorry, experts wrong, doubting punters right.

In some cases, the businesses privatised were natural monopolies – electricity transmission and distribution networks, and geographic monopolies, such as federally owned airports and state-owned ports.

It the case of the electricity networks, the experts told us not to worry. The prices the private owners are allowed to charge would be tightly regulated. Wrong. In no time the monopolists found ways to rort the system.

One of Scott Morrison’s biggest problems at the coming federal election is voter anger over the huge increase in electricity prices and his government’s limited progress in getting them back down.

Morrison was so rattled he made the most un-Liberal-like threat to use a “big stick” to force the three big companies that have come to dominate the national electricity market to be broken up if they didn’t cut their prices before the election.

He’s since had to replace his big stick with a small one – suggesting he won’t get far in lowering power prices.

The blowout in power prices is the direct result of a decision to take five state-owned electricity generation, transmission and retailing monopolies and turn them into a national electricity market of competing privatised businesses.

But although the feds are now carrying the can for this giant national stuff-up, it was all the doing of the state governments who did the privatising.

How did they get is so badly wrong? They sabotaged it. While you and I were being told not to worry – that vigorous competition would prevent the businesses from raising their prices unduly – the state governments were busy selling their businesses to the highest bidders.

The highest bidders turned out to be companies putting together a vertically integrated business of power stations at the bottom and power retailers at the top. In some cases, governments tightened reliability standards in a way they knew would make it easier for potential purchasers to game the price regulation rules.

If you wonder why parking is so expensive at airports – and catching a taxi home comes with an extra fee – it’s because the Keating government privatised these geographic monopolies without price controls.

With the state governments’ privatisation of their ports, some private lessees have been allowed to fatten their profits in ways too diffuse for us to see how we’re being got at.

For scheming behaviour by premiers and treasurers, there’s no case more appalling than the way the NSW government privatised its ports of Botany, Port Kembla and Newcastle.

Botany is the state’s one big container port, with Port Kembla specialising in bulk commodities and Newcastle the biggest coal port in the world.

In 2013, Botany and Kembla were leased to a single operator and the sale price was enhanced by a “confidential” agreement that the state government would compensate the operator for each additional container handled by the Newcastle port beyond a minimal level.

The Newcastle port was leased to a separate operator with a confidential agreement requiring it to compensate the government – to the tune of about $100 a box, it’s said - for any money it has to pay the other operator if Newcastle increases its handling of containers.

Trouble is, five years on, this deal the public wasn’t supposed to know about is a classic “seemed like a good idea at the time”. Newcastle’s future as a coal port is all decline (the more so if the Adani mine in Queensland goes ahead), but it’s well placed to diversify by building a big new, state-of-the art container terminal.

It has the land, it could build a single ship-rail-road interchange and its port is deep enough to take the next generation of much bigger container ships that will otherwise be accommodated by only one other Australian port, Brisbane.

But the confidential deal makes a container port in Newcastle uneconomic.

Meanwhile, routing all the state’s inward and outward container movements through Botany is a crazy idea. It’s a long way from the Moorebank intermodal terminal, meaning a huge amount of heavy trucks lumbering through Sydney.

New modelling by AlphaBeta economic consultants for the Port of Newcastle claims a new container terminal would allow businesses in the northern part of the state to divert about 16 per cent of the state’s two-way container traffic through Newcastle, cutting their freight distance by 40 per cent, putting competitive pressure on Botany’s container handling prices, taking many trucks off Sydney roads, boosting the NSW economy and cutting the freight costs hidden in the prices consumers pay.

On Monday the Australian Competition and Consumer Commission announced it was taking the Botany operator to court, alleging its agreement with the NSW government is anti-competitive and illegal.

Just another skirmish in what will be a long-running battle to undo the not-so-unintended consequences of privatisation.

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Why more expressways don't fix traffic jams

When Marion Terrill, of the Grattan Institute, set out to find out how much commuting times had worsened in Sydney and Melbourne, she discovered something you’ll find very hard to believe. But it would come as no surprise to transport economists around the world.

Everyone is sure traffic congestion has got much worse in recent years. This is only to be expected since Sydney’s population grew at the annual rate of 1.9 per cent, and Melbourne’s rate grew even faster, at 2.3 per cent, between the censuses of 2011 and 2016.

Both cities have grown much faster than the Australian population overall. People are crowding into our big cities, much to the disapproval of many people already living there.

Why are they piling into already-crowded cities? For reasons economic geographers call “economies of agglomeration”. One way for countries to get richer is for their businesses to pursue economies of scale; another way is for businesses and their workers to pursue the gains from agglomeration – a fancy word for piling things together.

There are three kinds of agglomeration economies. They come from matching (in a big city, people are more likely to find a job, while businesses are more likely to find the particular workers they need; there can be greater specialisation), sharing (less idle capacity in, say, car parks, or waiting around for customers), and learning (more workers for you to see and imitate; knowledge and know-how shared face-to-face).

Sharing, matching and learning can occur in two ways. When a lot of firms in the same industry gather in the same city, or just because a lot of people and firms are located together, making the city large enough to justify, for instance, heart and lung transplant centres.

Of course, along with the great benefits of crowding together go the costs of crowding together - such as feeling terribly crowded.

There are more people per square kilometre living in the centres of our big cities than there were five years ago. Sydney’s population density has increased by 23 per cent – and Melbourne’s by a mere 46 per cent.

And surely more crowding means more traffic congestion. But this is where Terrill and the co-author of her report, Hugh Batrouney, found their first strange fact. Between the last three censuses, from 2006 to 2016, there’s been virtually no change in the distance between where people live and where they work, measured as the crow flies.

Next surprise came from the HILDA survey – household income and labour dynamics in Australia – which, among other things, asks people how long they spend commuting.

In the four surveys between 2004 and 2016, for both Sydney and Melbourne there was no change in the fact that a quarter of workers had one-way commutes lasting no longer than 15 minutes. One half of workers had commutes no longer than 30 minutes.

When you take it up to the experience of three-quarters of workers, there was some increase over the years in Sydney, but only a small increase in Melbourne. Other figures, from Transport for Victoria, tell a similar story.

So, we all think the increasing traffic volume is leading to greater delay and, hence, longer commute times, but the best available actual measures of commute times say they’re little changed.

Find that hard to believe? Well, as I say, few transport economists would. Why not? Because it fits well with what they call “Marchetti’s constant”. Marchetti was an Italian physicist credited with discovering the empirical truth that the average time spent by a person on commuting is about an hour a day – 30 minutes each way.

The amazing truth of this “constant” has been shown by many studies of many cities around the world.

And it fits with another empirical regularity known as the “Lewis-Mogridge position”, formulated by those gents in 1990: “traffic expands to meet the available road space”.

The government notices that traffic is particularly congested on a certain road, so it builds a big new expressway. When it opens, the time taken to get from A to B falls dramatically. But when people realise this, more of them stop travelling to work by public transport and start going by car.

So many people do this that the speed gain disappears within months, even weeks. The time taken to get from A to B goes back to about what it was before the expressway was built.


The only change is that a higher proportion of workers are able to go by car. The traffic jam is often just shifted to another place on the road network.

Getting back to road congestion in Sydney and Melbourne, how can the gap between what we think has happened and what actually happened be explained?

One possible part of the explanation is that although the traffic really is heavier, making trips less pleasant, this doesn’t prolong the time of the trip as much as we think it has.

But the main explanation – both in Oz and in other countries – is that commuters adapt to the greater congestion.

They take evasive action by moving to a job that’s closer to home, or moving to a home that’s closer to the job. Or they stop going by car and start using public transport.

One thing that really has changed with our bigger cities is more crowded trains and buses.

It’s as though each of us has our own internal, unconscious regulator that draws the line at 30 minutes and, when that limit is exceeded, prompts us to take steps to get travel times back down to where they should be.

Terrill and Batrouney are clear on this: in neither city was enough new infrastructure built between 2011 and 2016 to explain why the huge population growth didn’t lengthen commute times.

The government didn’t fix it, you and I did. Which says we ought to be wary of thinking the obvious – and only - solution to greater crowding is greater spending on transport infrastructure.

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