The minimum price dilemma

Yes, minimum prices put money in the pockets of the supermarkets - but that's the necessary evil of the project.

The IFS yesterday released its analysis of the effect of a minimum price for alcohol, and it made some interesting points.

Far from what one would believe from Theresa May's statement on the matter, and the press focus on "supermarket multi-buys" and "cut-price alcohol", it is by no means just the cheapest booze which would be hit by a proposed floor of 40p a unit. With the average price-per-unit just 44.8p in their sample, a total of 47.8 per cent of drinks would have their prices hit by the changes. For some types, it's even worse. Over 80 per cent of ciders will see price increases.

The correlations between price and wealth, and price and quantity consumed, are as you would expect (or even slightly weaker):

The average price for those with incomes below £10,000 per year is around 42p per unit, compared to 51p for those above £60,000. Households consuming fewer than 7 units of alcohol per adult per week pay almost 49p per unit, compared to 41p for those consuming more than 35 units.

One area where the report isn't quite so compelling, however, is in its call for minimum pricing to be enacted through the tax system rather than a simple floor.

In this, the authors echo an argument made by Matt Cavanagh in the Spectator last month (Cavanagh clearly being psychic, he managed to address the issues a month before the Home Secretary even raised them), when he wrote:

Last year’s IFS study [pdf] estimated that, assuming ‘no behavioural response from consumers and no wider price effects’, the 45p MUP proposed by the SNP in 2010, if introduced across the UK, ‘would transfer £1.4 billion from alcohol consumers to producers and retailers’. By contrast, an MUP implemented indirectly, via changes in duty, would transfer this money to the Exchequer, which could reduce the need for spending cuts or tax increases elsewhere.

The problem for both the IFS and Cavanagh is that the single biggest argument the government has in favour of minimum pricing is wrecked if it is implemented through duty.

The rough plan (which would still be an enormous shake-up to the current way "sin taxes" are administered, and is likely illegal under EU law) would involve changing duty so that it is charged at a flat rate per unit, rather than the current variable rates depending on the type, as well as the strength, of alcohol. At present, only spirits, fortified wine and beer are taxed purely in relation to strength, with all other drinks merely striated into broad categories.

In order to prevent this increase being absorbed by supermarkets as a loss-leader (even with duty at the much lower current rates, it is possible to buy some drinks which are sold for less than the combined duty and VAT charged on them), this would have to be combined with legislation preventing shops from selling for less than the duty charged on the drink.

Enacting this plan would indeed result in a sharp rise in alcohol prices, with most or all of the increase going to the treasury rather than the supermarkets or drinks companies. But the increase would come from all drinks, rather than just the cheaper ones that the proposed minimum price is targeting.

With a minimum price, a drink which is already over the floor would see no price increase at all. If a three-unit bottle of beer costs at least £1.20 before the change, it will cost the same after. This allows the government to truthfully say that the price will hit heavy drinkers hardest and have the happy side-effect of aiding our flagging pubs (while slightly less truthfully claiming moderate drinkers aren't affected; the IFS confirms they are still "substantially affected").

The same is not true if the increase is put in through the tax system. That £1.20 bottle of beer may have around £0.60 of duty on it before the change, with production making up the other £0.60. After an increase, it suddenly has £1.20 of duty on it, with production still taking up £0.60. While, of course, supermarkets and drinks companies have profits which they may choose to cut into to prevent a price increase, it is unlikely they would be able to suck up all the extra cost.

In a 2011 paper, the IFS offer some concessions to this problem. They point out that as a percentage increase, a higher duty would still hit cheaper drinks more, and it is certainly the case that the public will be a lot more comfortable with any price rises going into general taxation than into the pockets of businesses.

Nonetheless, the strongest argument the government has in favour of minimum pricing is that it only affects the cheapest drinks and the heaviest drinkers. The IFS study already puts that on shaky ground, but trying to do the same thing through general taxation would blow a hole in the argument altogether. If the aim is simply to discourage drinking by raising prices across the board, then that can be achieved through taxation. But the aim of minimum pricing is more nuanced than that, and there's no point in pretending that it can be done any other way.

Not hit by a minimum price: a cocktail in the Ritz-Carlton hotel. Credit: Getty

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.