Category Archives: Energy
Media 97: An inconvenient truth? A Dutch reader notes UK’s ZERO coverage of 40,000 climate change demo in Amsterdam
She writes: “*zero* coverage in the UK over climate demo Sunday 10th in Amsterdam?! 40,000 people at climate change demo in Amsterdam and it RAINED heavily all day … we got soaked to our underwear …)!!”
An online search today saw no UK coverage on the first four ‘result’ pages – only American and European coverage.
Adding wryly: “When 40 yellow vests get together it’s shared all over the planet…
The demonstration, the first of its kind in the Netherlands, drew around 40,000 people despite heavy rain, according to Agence France-Presse.
“The high turnout is the proof that people now want a decisive policy on climate from the government,” Greenpeace, one of the march organizers, said in a statement.
The Netherlands could be especially vulnerable to the rising tides brought on by climate change. Much of the country already sits below sea level, and some of its land is sinking.
While the U.S. has been backpedalling out of global climate change agreements like the Paris accord, Dutch lawmakers have passed ambitious climate change laws, seeking a 95% reduction of the 1990 emissions levels by 2050.
In January, however, a Dutch environmental research agency said the government is lagging behind its goals. “We are under sea level, so we really need to do something about it,” said a 21-year-old climate studies student at Amsterdam University.
Students around the world have been leading protests to prompt their governments to address climate change. A worldwide school strike is planned for later this week. Greta Thunberg, a Swedish teenager widely known for her climate change activism, said on Twitter that at least 82 countries plan to participate in the upcoming protest.
Will British media fail to report the forthcoming school strikes as well as this one?
Inrix has analysed traffic density in more than 200 cities in 38 countries. In London drivers spent 227 hours a year in traffic and the cost was £4.9 billion, or £1,680 per driver due to lost productivity. Across Britain, the cost was £7.9 billion. After London the worst UK city was Birmingham, then Glasgow, Manchester, Bristol, Edinburgh, Sheffield, Leicester, Leeds and Liverpool. London has more traffic jams than any other city in western Europe and is the seventh most congested in the world. Read more on Inrix’ ‘scorecard’.
Graeme Paton, Transport Correspondent of the Times, reports on these research findings published today which show that drivers were stuck in traffic for 178 hours on average last year.
Trevor Reed, transport analyst at Inrix, said that if congestion is not addressed, it will continue to have serious consequences for national and local economies, businesses and citizens in the years to come.
‘Driven by necessity’ – poor public transport
RAC research has shown that drivers are becoming more reliant on their cars because of poor standards of public transport. Rod Dennis, spokesman for the RAC, said, “This is a serious concern when you consider the limited physical space in our cities and the growing pressures to move large numbers of people around to get to their places of work and leisure.
“Those cities that are best placed to grow will be those that are developing public transport systems that suit the needs of their citizens.”
To this end, a more reliable railway system, could attract drivers and large freight companies to use rail and more use should be made of the country’s waterway network. 22 British towns or cities already have water taxis, buses or ferries.
London leads the way, carrying passengers and freight by water
London’s river bus operator, MBNA Thames Clippers, alone carried more than 4 million passengers in 2018 and the city also leads the way in carrying bulky materials on its waterways instead of its roads.
Most readers will have noted the numbers of lorries amidst the traffic jams and experienced delays due to tailbacks of many miles due to slow-moving abnormal and sometimes hazardous loads.
Full use should be made of routes which can take such freight by water. Above: a transformer carried by Robert Wynn and Sons.
A forthcoming report (Gosling 2019) notes, in its Freight Carbon Review, “The Department for Transport explained in 2017 that waterways are ‘attractive for the environmental benefits they provide, and the reliable congestion-free freight access they offer over alternate modes’.”
Road users and all concerned about air-pollution will welcome action to transfer more freight from roads to inland waterways, a declared UK government objective.
Government has pledged that all UK coal-fired power generation must end by 2025 and it accounted for less than 7% of UK power generation last year. That helped to push down UK carbon emissions to levels last seen in 1890 and to cut greenhouse gases faster than most other developed economies.
It is startling – in view of the government’s pledge – to learn that coal is still being imported from Russia, Colombia and the United States. GEGB engineers in the 70s complained about the imports of inefficient ‘dirty’ coal from Eastern Europe whilst good quality British coal was being stockpiled.
Muir Dean – one of many open cast mines closed in 2016
It is even more startling to read that a local coal mining company, Banks Group, which mothballed its Rusha mine in Scotland early because it couldn’t get a good enough price, has applied to extract coal from land behind the sand dunes of Druridge Bay (below). The social, economic and environmental objections received were deemed ‘insignificant’ by Justice Ouseley in the High Court.
The planning application submitted by Banks Group was approved by Northumberland County Council in July 2016. In September the plans were put on hold subject to a government inquiry. In March 2018, the proposal was rejected by the Communities Secretary Sajid Javid, citing among other environmental reasons the “very considerable negative impact” the opencasting would have on greenhouse gas emissions and on climate change, as well as on landscape and heritage assets.
The high court over-ruled Sajid Javid’s decision in November and James Brokenshire, the minister for communities and local government, is to re-examine the application.
Gavin Styles, managing director of Banks, had described Mr Javid’s decision as perverse and political: “the government . . . has now demonstrated that it would prefer to source the coal that is essential for a variety of important industries across the UK from Russia or the US, rather than support substantial investment and job creation plans in our region.”
Anne Harris of Coal Action Network, which is fighting Banks’s plans across the north-east, said: “If James Brokenshire approves this scheme at Highthorn, he’s showing the government has no intention of meaningfully following through on the 2025 coal phase-out. It would mean the concerns and opposition of people in the area are being ignored for a coal company that’s trying to grab resources and run.”
All sides have submitted their case to Brokenshire, who will begin his deliberations on Friday.
Martin Wolf, former senior World Bank economist who left after becoming disillusioned with its policies, reminds readers that a goal of the Paris agreement of 2015 was to limit the global average temperature rise to less than 1.5C above pre-industrial levels. He comments:
“Achieving it means drastic reductions in emissions from now. This is very unlikely to happen. That is no longer because it is technically impossible. It is because it is politically painful.
He refers to the latest report from the Intergovernmental Panel on Climate Change on the implications of warming of just 1.5C, making plain the risks the world runs if this limit is ignored and concluding that life will survive, but not life as we know it, continuing:
“We are the shapers of the planet now. This ought to transform how we think. Unfortunately, it has not”.
Wolf believes that the theoretical and empirical arguments for man-made climate change are overwhelming, supporting this and other points made with graphs in his recent Financial Times article. The rise in average temperatures above the pre-industrial average is already about 1C. That shows how hard it will be to keep the final increase below 1.5C, or even 2C. Under the “nationally determined contributions”, he adds, we are in fact on a track towards warming of 3-4C by 2100.
if we are to have a high chance of keeping the ultimate temperature rise to below 1.5C:
- net global CO2 emissions would need to fall to zero not long after 2040
- and other sources of climate change — emissions of methane and nitrous oxide, for example — would also need to fall from 2030.
Emissions from industry would need to fall by 75-90 per cent by 2050, relative to 2010. This would need a combination of electrification, hydrogen and product substitution. These options are technically proven, but their deployment on a planetary scale is another matter. Emissions reductions by efficiency improvement will be inadequate.
(Ed) One reservation: many will disagree with Wolf’s assertion that generating energy from bio-based feedstocks is necessary and that agriculture will need to shift to production of energy crops on a huge scale.
He calls for planning changes in urban infrastructure and carbon capture and storage on a large scale, shifting the world on to a different investment and growth path right now and commenting, “This is more technically possible than we used to think. But it is politically highly challenging”.
The natural tendencies are either to do nothing, while insisting there is no problem, or to agree there is a problem, while merely pretending to act. It is not clear which form of obfuscation is worse.
Wolf points out that to preserve our planet requires co-operative effort on a planetary scale – a challenge human beings have historically only met in times of war. Climate change involves huge distributional issues between countries that caused the problem and those that did not, and, not least, between people today, who make the decisions, and people tomorrow, who suffer the results.
He warns that the chances of co-operative action seem near zero in today’s nationalistic world . . . Donald Trump has already repudiated the US pledge – other countries may fail, too:
“It is five minutes to midnight on climate change. We will have to alter our trajectory very quickly but appear to be set on running an irreversible bet on our ability to manage the consequences of a far bigger rise even than 2C, risking a world of runaway — and unmanageable — climate chaos.
“Our progeny will see this as a crime”.
As the FT’s Simon Kuper recently reported, air pollution is said to contribute to more than 9,000 premature deaths in London each year and its harmful nitrogen dioxide levels are nearly as bad as those in Beijing and New Delhi – and much worse than in other developed cities such as New York or Madrid.
Nitrogen dioxide, which inflames lungs and is linked to shorter life expectancy, has become a major problem. The capital missed binding EU limits on air quality that came into force in 2010, largely due to diesel vehicles — which, it later emerged, emitted higher levels of pollutants in the real world than in tests. Congestion, which has pushed average traffic speed down to 8mph, compounds the problem. Add in the City of London’s narrow streets and tall buildings, and two of the capital’s five hotspots for excessive nitrogen levels lie within it.
The mayor of London is making headway
The impact of the City’s plans will be even greater if they bolster commitments by Sadiq Khan, London’s mayor, to prioritise fighting air pollution throughout the capital and force the government to take action across the country.
- From this year, all new single-decker buses will be zero emission.
- New taxis must be hybrid or electric.
- Next year, an ultra-low emission zone will come into force in central London, expanding outwards in 2021.
The borough of Westminster has proposed turning Oxford Street, the UK’s busiest shopping location, into a zero-emissions zone by 2022 and a parliamentary committee has called for a UK-wide ban on new petrol and diesel cars to be brought forward eight years, to 2032.
The FT reports ‘lessons elsewhere’. Singapore has had an automated electronic road pricing scheme since 1988 and is moving to a satellite-based scheme in 2020 and advocates a move to cycling rates such as those In Amsterdam or Copenhagen.
Take a carrot-and-stick approach? The FT editorial board thinks that governments should both help and oblige people to change their behaviour
It cites Germany’s carrot-and-stick approach. A court ruling this week banned older diesel cars from driving in certain parts of Berlin – after the government had offered car owners generous bonuses for trading in older diesel cars.
The FT believes that The British government has not provided enough fiscal incentives to businesses and individuals who bought diesel vehicles in the mistaken belief that they were greener.
The Centre for London think-tank has proposed offering cash or mobility credits — which can be used to pay for public or shared transport — for scrapping diesel cars, as well as smarter distance-based car charges, and higher vehicle excise duties on the most polluting cars. The FT’s truism:
“Despite efforts to address it in London and other big cities, air pollution will remain dangerously high unless more people change behaviour. The City of London’s bold moves are worthwhile — but need to be happening not in a bubble, but right across the world’s major cities”.
The Times reports that incineration has grown from 5.5 million tonnes in 2012/13 to over 10 million in 2016/17 according to government data and since 2010 21 incinerators have been built, almost doubling the number in use, with another 18 under construction.
Cross-party MPs warning of an escalating “incinerator boom” releasing harmful particulates, harmful to public health.
UK Without Incineration Network (UKWIN), has launched its report with cross-party support from John Grogan MP (Lab), Philip Davies MP (Con), and Lord Tyler (Lib Dem). They called on the Government to introduce an incineration tax.
The research revealed that harmful particles released by incinerators in England last year were equivalent to the emissions of more than a quarter-of-a-million 40-tonne lorries travelling 75,000 miles per year. This exceeds pollution reporting thresholds for particulates, but the report claimed that “due to a loophole” the public is not informed of the emissions.
Despite public resistance, the average incineration rate in the country is rising: about 38%, up from 30% two years earlier.
According to latest figures from the Department for Environment, Food and Rural Affairs, about 342,872 tonnes of rubbish, 69% of all waste, ended up in specialist Energy-from-Waste (EfW) power plants as fuel to generate heat and electricity in 2016-2017.
Many communities have resisted incineration with all the means they had and, for many years, Gloucestershire residents did so, in a saga worth recording in full – see one instance.
Following the disclosure of the full contract and Information Tribunal ruling, Community R4C, a not for profit Community Benefit Society, commissioned two consultants not associated with CR4C, and drew on contributions from other independent experts, to provide evidence on the incinerator contract between GCC and UBB. Main findings:
Construction has started, despite this ongoing investigation by the Competition and Markets Authority into the contract held between the county council and Urbaser Balfour Beattie.
Shlomo Dowen, national coordinator of United Kingdom Without Incineration Network (UKWIN), goes to the heart of the matter: “Many councils are locked into long-term waste contracts that encourage the incineration of recyclable and compostable material.”
An online search supports the observation that some councils have already broken free of waste contracts: on the first page of results Ealing, Lancashire CC/Blackpool, Sheffield, Peterborough were named.
Libby Forrest, policy and parliamentary affairs officer at Environmental Services Association, reckons the increase of waste incineration should be celebrated. She said: “Energy from Waste has increased because we are successfully moving away from landfill, which is more damaging to the environment. Energy from Waste saves 200kg of CO₂ per tonne of waste diverted from landfill, and generates low-carbon power far more efficiently than landfill, contributing to renewable energy targets and energy security”.
Jenny Jones (House of Lords) said: “There is a logic to generating energy from the waste that we cannot recycle or reuse, but it is meant to be the last resort option. What we have created instead is a market-driven system of incinerators which constantly need to be fed.”
As Simon Jenkins wrote last year: “the rats have gone to work . . .”
Mainstream media and careerist politicians are continuing to use those whom Jenkins described as “the Blairite retreads in his own party” to discredit the Labour leader whom many view as the country best, indeed – at the moment – only hope.
Today the Murdoch Times has its usual set of articles smearing Corbyn, who would not promote vested interests if elected. A peacemaker with concern for the least fortunate is so bad for business.
But has it gone further? Are the individual party members who make misogynistic, racial or anti-semitic remarks, infiltrators?
The use of arms-length agents is on record and further information about their activities continues to emerge. As many, including Dominic Casciani, the BBC’s Home affairs correspondent have reported, during the 40-year history of the Special Demonstration Squad – the unit at the heart of many of the allegations – police officers used 106 “covert identities”. Environmental and anti-war protestors were filmed, their mail and phone calls intercepted and undercover police officers (left) deployed to infiltrate protest movements.
Casciani confirmed that official reports had revealed the existence of some of these undercover officers – such as the one who was in a campaign group close to the family of Stephen Lawrence – who helped a senior officer to prepare Scotland Yard for the public inquiry into the London teenager’s murder.
He reported on the legal position adopted by the police and other security agencies in cases involving protection of undercover officers or sensitive sources: “Neither Confirm Nor Deny”.
In the Financial Times, Robert Wright reports Jeremy Corbyn’s offer to meet representatives of the Jewish community to rebuild confidence in Labour, saying. “We recognise that anti-semitism has happened within pockets within the Labour party … I am sincerely sorry for the hurt and pain which has been caused.”
And on Twitter, he speaks for himself: “I have written to the Board of Deputies and the Jewish Leadership Council. I will never be anything other than a militant opponent of antisemitism. In this fight, I am an ally and always will be. Labour is an anti-racist party and I utterly condemn antisemitism, which is why as leader of the Labour Party I want to be clear that I will not tolerate any form of antisemitism that exists in and around our movement”.
Will this man’s integrity shine through the miasma of accusation and – as has happened to date – will he emerge all the stronger? Many fervently hope so.
“As a report in the Blackpool Gazette showed a drone photograph of Cuadrilla’s well pad near Blackpool under inches of water this week, which could lead to fields and watercourses being contaminated with fracking chemicals and drilling muds, there is news of planned incursions elsewhere.
Ineos, Britain’s biggest fracking company, wants to survey sites in Nottinghamshire, Derbyshire and South Yorkshire.
Clumber Park estate (below) in Nottinghamshire, is now owned by the National Trust which opposes fracking. As the trust has refused to allow Ineos to carry out tests for shale gas on this land, the company is to use legal powers under the Mines Act 1966. It has now applied to the government’s Oil and Gas Authority (OGA) for access to conduct seismic surveys on the 3,800-acre estate in order to gauge the best sites for drilling.
Ineos is also seeking to bypass local councils by using powers created in 2015 to fast-track plans to drill for shale gas in the Midlands without their planning approval. These enable companies to request intervention from ministers to get permission for delayed infrastructure projects deemed to be of national importance. Councils that ’unreasonably delay planning decisions’ can be overruled by Sajid Javid, the local government secretary, via the planning inspectorate.
Ineos plans to apply formally to Mr Javid within days for intervention on two delayed projects in Derbyshire and near Rotherham, South Yorkshire.
As David Powell (NEF) asks “How long can the government push clean and dirty energy at the same time?” He ends with a comment:
“If the Government bows to INEOS’s bolshie demands, it wouldn’t just be an affront to the very concept of democracy. It would also be proof – in a decarbonising, climate-changing world, even as it talks big on a ‘clean’ industrial strategy – that it retains a very misguided sense of which horse to back”.
As Anil Sasi (Indian Express) notes: “Inland waterways are a far more efficient mode of transportation than either road or rail, considering that just a single mid-sized barge has the dry-cargo capacity equivalent to 50 trucks or over 10 railcars. As a consequence, transportation of cargo over inland waterways offers the advantage of both lowering carbon dioxide emissions and curbing the rate of road accidents, where India has the dubious distinction of being among the worst in the world”.
The Indian government passed The National Waterways Bill in March. The Statement of Objects and Reasons of the Bill states that while inland waterways are recognised as a fuel efficient, cost effective and environment friendly mode of transport, it has received far less investment than roads and railways. Large rivers and canals across the country have been designated as national waterways, to be developed to enable more movement of goods and passengers.
Britain’s Commercial Boat Operators’ Association (CBOA) agrees with its statement recommending the carriage of bulk goods on waterways. Goods in India travel by congested road and rail networks, which increases the costs of trade logistics by as much as 18% of the country’s GDP. The government statement continues: “Although it is cheaper, more reliable and less polluting than transporting them by road or rail, India has yet to develop this cheaper and greener mode of transportation”. (Read on here: CHS-Sachetan)
In April the World Bank announced a $375 million loan to help the Inland Waterways Authority of India to put in place the infrastructure and navigation services needed to develop National Waterway 1 as an efficient ‘logistics artery’ for northern India. The loan will enable the design and development of a new fleet of low-draft barges capable of carrying up to 2000 tonnes of cargo in these shallower depths.
Section 3 of its 322 page 2016 report: Consolidated Environmental Impact Assessment Report of National Waterways includes an assessment of inland waterway transport’s impact on climate change, concluding that this is the most efficient and environmental friendly mode of transportation, involving least CO2 generation when compared with rail & road. An estimate of the CO2 emissions from different modes of transportation for the same quantity of cargo for a similar distance is that CO2 would be reduced and a net saving of 4.54 million tonnes realised over a period of 30 years (till 2045).
A gradual expansion of waterway freight transport would reduce transport costs, road accidents and urban air pollution.
In both countries manufacturers, the construction industry and agricultural producers would be enabled to use waterway transport to reach markets at home and abroad.
Paul Simons adds to many ‘wakeup calls’ – writing about high temperatures, drought and wildfires.
May and June were also phenomenally hot across Portugal, Italy, the Balkans, Greece and Turkey.
Heat and drought have helped to fuel wildfires in Spain and Italy, and wildfires near the seaside resort of Calampiso in Sicily forced the evacuation by boat of about 700 tourists on Wednesday night. In Greece the heatwave led the culture ministry to close archaeological sites around the country, including the Acropolis in Athens.
Together with a long-running drought, the heat has ravaged much of southern Spain, leading to a devastated wheat and barley harvest. If the arid conditions continue, there are also fears for the olive, walnut, almond and grape harvests and the wellbeing of livestock. Rainfall has been desperately low this year, but the country has been suffering from a lack of rain for five years.
Drought threatens to reduce cereal production in Italy and parts of Spain to its lowest level in at least 20 years, and hit other regional crops. Castile and Leon, the largest cereal growing region in Spain, has been particularly badly affected, with crop losses estimated at around 60 to 70%. While the EU is collectively a major wheat exporter, Spain and Italy both rely on imports from countries including France, Britain and Ukraine.
Deadly heatwaves for much of South Asia – yet many of those living there will have contributed little to climate change
The Guardian adds to the news from Europe: India recorded its hottest ever day in 2016 when the temperature in the city of Phalodi, Rajasthan, hit 51C. Another study led by Prof Elfatih Eltahir, at Massachusetts Institute of Technology in the US, linked the impact of climate change to the suicides of nearly 60,000 Indian farmers.
The analysis, published in the journal PNAS, assesses the impact of climate change on the deadly combination of heat and humidity, measured as the “wet bulb temperature” (WBT). Once this reaches 35C, the human body cannot cool itself by sweating and even fit people sitting in the shade will die within six hours.
Prof Chris Huntingford, at the UK Centre for Ecology and Hydrology, said: “If given just one word to describe climate change, then ‘unfairness’ would be a good candidate. Raised levels of carbon dioxide in the atmosphere are expected to cause deadly heatwaves for much of South Asia. Yet many of those living there will have contributed little to climate change.”
Guardian journalists comment sarcastically, “But fear not: by 2040, no new diesel or petrol vehicles will be sold in the UK
This, apparently, is the appropriate timetable for responding to what a parliamentary committee calls a “public health emergency”. A child born today will be 23 by the time this policy matures – by then the damage to the development of her lungs and brain will have been done”.
According to Professor Eltahir’s study, if emissions are reduced roughly in line with the global Paris climate change agreement there would be no 35C WBT heatwaves and the population affected by the 31C WBT events would fall from 75% to 55%. About 15% are exposed today.
A National Geographic article says most people agree that to curb global warming a variety of measures need to be taken. On a personal level, driving and flying less, recycling, and conservation reduces a person’s “carbon footprint”—the amount of carbon dioxide a person is responsible for putting into the atmosphere.
At present, lorries shifting identical goods in opposite directions pass each other on 2,000-mile journeys. Competing parcel companies ply the same routes, in largely empty vans – a theme explored by MP Caroline Lucas and Colin Hines in 2003 – the Great Trade Swap.
It describes airports as deadly too – yet government and opposition alike are ‘apparently hell-bent’ on expanding Heathrow, exploring airport expansion projects elsewhere and seeking post-Brexit trade deals with distant countries.
To reduce the risk of ever more extreme weather, we must reduce the amount of fossil fuel we are burning – and the measures taken will have other desirable consequences as the following cartoon shows:
Parliament must listen to its Committee on Climate Change – chairman John Gummer. As the East Anglian Times reported in June, its annual progress report calls for “urgent” plans to meet legal targets for carbon cuts by 2032 as greenhouse gases from transport and buildings continue to rise.
The committee advocates action to bridge the gap between existing policies and what is needed to achieve required emissions reductions by the mid-2020s – boosting electric vehicles and cutting greenhouse gas emissions from the heating of homes to help to meet UK climate targets.