This month sees the fourth anniversary of the reduction of the drink-driving limit in Scotland, which I wrote about here. The University of Glasgow have carried out some research on the impact, which has revealed no reduction in the number of road traffic accidents.
I have to say this doesn’t exactly come as a surprise. The additional level of risk involved in driving with alcohol levels between 50 and 80mg varies between pretty small and non-existent, so even if the vast majority of people who previously believed they were adhering to 80mg change their behaviour, it’s unlikely to make much difference to the overall numbers. Add to this the slow rate of absorption of alcohol into the bloodstream, and the fact that the conventional wisdom about the “legal limit” does actually include a significant amount of headroom, and it’s highly likely that, even before, they weren’t actually exceeding 50mg.
On the other hand, why should those who had no compunctions about exceeding the previous limit – who accounted for the vast majority of drink-related casualties – be any more likely to adhere to the new one? The UK government’s consultation document on cutting the limit from twenty years ago claimed that it would exert a moderating influence on people in this group, but it’s hard to see how this mechanism actually works.
Not surprisingly, there have been claims that it has only failed because of a lack of enforcement, but that rather suggests that reducing the limit was, in itself, a pointless gesture. If more enforcement was needed, then wouldn’t it have achieved the same benefits without a limit cut? The linked article quotes a statistic that of 195 found over the limit, only 17 were between the old and new limits, which suggests there isn’t a large population of drivers who are just chancing their arm a bit or have made a miscalculation. Either people adhere to the law, even if they disagree with it, or they couldn’t care less.
It also must be remembered that, according to the Scottish Licensed Trade Association, the effects on the pub trade have been catastrophic. Apparently, in the first few months, the reduction in trade caused a small but noticable downward blip in Scotland’s headline GDP. It’s hard to see how any pub in Scotland can now be viable outside urban centres unless it effectively turns itself into a restaurant. And, given the different pub landscape in England and Wales, the results would probably be even more severe if it were ever to be implemented south of the Border. Considering that the first assessment of the impact of minimum alcohol pricing has shown a surprising increase in off-trade purchases, it seems that the Scottish government has a spectacular talent for shooting itself in the foot when it comes to anti-drink measures.
While this is ostensibly touted as a road safety measure, it’s hard to believe that, at least subconsciously, part of the motivation behind it isn’t to increase the denormalisation of alcohol consumption in society. In this respect it’s rather like the smoking ban, in that it has been ineffective in achieving its stated aim, but highly effective in undermining the pub trade. In fact, this is even worse. It was possible to argue that the smoking ban would bring new non-smoking customers into pubs, although in practice it was more a trickle than a flood. But there is no upside whatsoever for pubs in cutting the drink-drive limit. It’s easy to imagine, though, the same useful idiots who argued that pubs would take the smoking ban in their stride being in favour of it, or at least pretty relaxed.
The whole thing has been pretty effectively filleted in his usual style by Christopher Snowdon:
Drunk driving isn't a very popular cause, and rightly so. It is obviously wrong to risk the lives of others by driving while inebriated. By contrast, driving after consuming a small quantity of alcohol poses no threat to others and is fine, but it is this that the temperance lobby is going after. It's so much easier to hassle normal people for having a pint after work than to clamp down on the dwindling number of habitual drunk-drivers.