An evidence-based alcohol policy is receding into the rear-view mirror

Minimum pricing takes a back seat to multibuy bans – and may not even work anyway.

Friday brought the news that the government is going to be stepping up it's alcohol strategy and moving beyond the previously discussed minimum pricing.

The Telegraph's James Kirkup wrote:

The Coalition’s alcohol strategy — expected to be launched next week — will propose that special deals which encourage shoppers to buy in bulk should be outlawed.

Most supermarkets offer significant discounts for customers buying bottles of wine by the dozen or half-dozen. Sainsbury’s and Waitrose, for example, regularly offer a 25 per cent discount for six bottles of wine.

Ministers believe such promotions give customers a financial incentive to purchase more alcohol than they intended to buy and should be banned.

The Telegraph takes umbrage with these plans, citing "fears that middle-class households will bear the brunt of measures supposedly aimed at troublemaking youths and other anti-social drinkers," and while that is a distasteful way to put it – "middle-class households" and "anti-social drinkers" are not, and never have been, mutually exclusive – it touches upon a problem with expanding the scheme in this way.

Minimum pricing has had its supporters and detractors in these pages. George Eaton pointed out that it would hit the poorest hardest, Samira Shackle argued that "the evidence that alcohol consumption goes down when prices goes up is fairly strong", and I explained why attempting to increase prices through the tax system alone was not likely to be effective. But the one thing which is universally agreed to be a benefit of the proposals is that it is blind to everything but price per unit. As a result, unlike the current duty laws – which impose different taxes on cider, beer, wine and spirits, even going so far as to distinguish "cider" from "high-strength cider" – it cannot help but applied most forcefully where it would have the most impact.

Clamping down on multi-buys, by contrast, may frequently lead to price rises which have very little impact at all on the amount drunk. It is hard to imagine a situation where someone picking up a four-for-three offer on bottles of Moët champagne is likely to become less of a problem drinker if that offer is scrapped.

While it's not the most pressing concern – regardless of what the Telegraph says – it does mark out the transition of this policy package from a "hard", evidence based, attempt to deal with problem drinking to a more populist attempt to make things look like they're changing without doing that much.

Today we find that it may be that even minimum pricing – the part of the alcohol policy which has the most support of the medical community – is a busted flush. A new report from the Institute of Economic Affairs (pdf) takes a cross-national comparison of the effects of alcohol price on consumption – and focuses strongly on illicit consumption, with rates of both smuggled and home-made alcohol consumption rising.

As you would expect, the more unaffordable alcohol is, the higher "unrecorded alcohol consumption" is estimated to be by the WHO, from around 3 litres per person in countries like Finland and Sweden, down to barely half a litre per person in France and Austria.

 

While the author, Christopher Snowdon, is keen to draw parallels with prohibition, citing John Stewart Mill's claim that "to tax stimulants for the sole purpose of making them more difficult to be obtained is a measure differing only in degree from their entire prohibition, and would be justifiable only if that were justifiable," it does seem that this "unrecorded alcohol consumption" is rarely as dangerous as bathtub gin. Although the stats are not presented, the more realistic inference – and Snowdon seems to agree, given his references to the geography of the countries involved – is that this unrecorded consumption consists mainly of cross-border sales, especially in richer countries. Not only is this not particularly dangerous, it isn't even really smuggling, given almost all of the countries in the study are within the EU and thus have no requirement to pay duty or declare personal imports.

While it may not be dangerous, this unrecorded consumption adds to the key finding of Snowdon's paper: the total absence of a cross-national correlation between affordability and consumption of alcohol.

Clearly, this all plays back into the debate around minimum pricing. Although Snowdon brings up the risk that minimum pricing encourages moonshine production, and so may even harm health, it's not really important to overreach in that manner.

The key problem for advocates of minimum pricing si that if alcohol price is as poorly correlated with consumption as the above chart shows, then raising it may not do much for public health at all – while still having a strong negative effect on the private purse.

There's still a lot to be said in this debate - not least because an IEA paper, no matter how good, struggles when pitted against a Lancet paper which concludes that (pdf):

Natural experiments in Europe consequent to economic treaties have shown that as alcohol taxes and prices were lowered, so sales, alcohol consumption, and alcohol-related harm have usually increased.

But the argument is far from settled. It may be better if the government just backs off on the whole plan for a while.

Rows of booze. Photograph: Getty Images

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.

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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.