New Zealand, legal highs and sensible supply-side policies

Existing policy in the UK is rooted in the false assumption that if you make something illegal, people will stop doing it.

The UK government could learn a lot from New Zealand about how to sensibly control the proliferating supply of so-called “legal highs”, according to the All-Party Parliamentary Group for Drug Policy Reform

While governments in Europe and the United States frantically ban substances to keep up with new synthetic drugs, lawmakers in New Zealand are using reason and a sensible legislative process to “to protect vulnerable consumers, particularly young people.”

Yet far from being another ham-fisted crackdown on drugs, the New Zealand proposal represents the first steps to a regulated market, which would require any new substances to go through a lengthy testing process before they could be approved for legal sale.

Potential manufacturers of new psychoactive substances will have to submit to roughly $180,000 NZD (£95,000 GBP) in application fees plus an additional NZ$1m to NZ$2m (around £526,000 to £1.05m) in costs to test each product they want to sell.

And there are strict penalties for attempts to bypass the law, which could go into effect later this year, including up to eight years in prison.

This is a monumental development for a number of reasons.

First, it has always been difficult to separate the impact of drugs from the impact of bad policies (as the peers group rightfully acknowledged). There is no doubt that so-called “legal highs” (sold as plant food, collector’s items or bath salts) can be very dangerous. But every time they are banned, new – even more hazardous – substitutes hit the market to take their place.

This creates a “Sorcerer’s Apprentice” situation where we find ourselves wishing we were only facing the original adversary. Consider that many synthetic substances in Europe are substitutes for cannabis. In 2011, the European Union officially notified 49 new psychoactive substances through its early warning system, 23 of which were synthetic cannabinoids.

While there are risks to using cannabis that should certainly be addressed, no-one is ever known to have suffered a fatal overdose on it and its health impacts are considerably better understood than its synthetic counterparts.

“Evidence presented here indicates that, paradoxically, the banning of one drug can make the situation worse by stimulating the production of yet more new, unknown and potentially dangerous substances,” the All-Party group writes.

The New Zealand policy aims to halt the legislative incentive to develop more new drugs.

Furthermore, one very serious danger of current policies on synthetic substances is that their main purpose for being is to evade accountability. As it stands, legal highs – though often using banned components – exist in a grey area. As various pieces of legislation scramble to control them, various substances often remain unregulated, unknown and out of control. No one knows their impacts and the only way to find out is by hard, sometimes deadly, experience.

And once the system takes control – via criminal sanctions – the process begins again with newer more enigmatic substances emerging.

“Each new substance may be more harmful than the substance it replaces,” the report adds. “But more than anything, young people are taking substances whose content and strength are unknown to them. The risks of harm/overdose must be greater than for well established substances.”

Which leads us to the most important factor in this new policy -- it may actually tell us something about prohibition in general.

In 2008, the United Nations Office on Drugs and Crime discussed unintended consequences of the current control system. One was referred to as “substance displacement” – which is to say, “If the use of one drug was controlled, by reducing either supply or demand, suppliers and users moved on to another drug with similar psychoactive effects, but less stringent controls … The increasing popularity of synthetic drugs can be better understood also in this light.”

This comes very close to acknowledging that potentially harmful legal highs are a byproduct of prohibition.

Existing drug policies are generally rooted in the false assumption that if you make something illegal, people won’t use it and hence they will be protected from its harms. In the end, the exact opposite tends to be true because once something is illegal, the standard policy levers of government are out of reach.

As the All-Party group writes, “A useful feature of New Zealand’s planned policy is to assess both the harms arising from a particular substance and the harms arising from controlling it.”

Might we the UK also be better served by begin regulatory processes to understand the drugs that people are taking and developing policies that address their relative risks?

That is precisely what New Zealand has started doing. It’s worth a closer look.

Kasia Malinowska-Sempruch is the director of Open Society Foundations Global Drug Policy Program

Photograph: Getty Images

Kasia Malinowska-Sempruch is the director of Open Society Foundations Global Drug Policy Program.

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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.

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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.