Chasing the consensus chimera

As Australia’s government goes to an election promising consensus-building on climate change, action

Setbacks for advocates of strong action on climate change have come in quick succession in the months since Copenhagen. If the demise of the US climate bill was the most important, the turnaround in Australia -- which boasts some of the highest per-capita emissions of greenhouse gases in the world -- may be the most striking.

Australian Labor fought and won the 2007 election pledging an emissions trading scheme (ETS) by 2010. It will face the people later this month promising to defer a final decision on whether to introduce an ETS to 2012.

This dwindling of political will has raised fundamental questions about the government. Climate change was the totemic issue for the "new leadership" offered by Kevin Rudd in 2007. In addition to his off-the-cuff welcome to Hu Jintao in excellent Mandarin, Rudd's climate activism was crucial to his self-presentation as a modern, forward-thinking leader. Back then, Rudd called climate change "the greatest moral, economic and environmental challenge of our generation". He condemned the inaction and climate scepticism of his predecessor, the conservative John Howard.

Labor's advertising campaign even depicted Howard asleep in his bed, famously bushy eyebrows visible above the duvet, with a framed photo with George W Bush on the bedside table. While an alarm clock blared away in vain, the voice-over pronounced Howard "asleep on climate change".

But the "greatest moral challenge" does not feature in Labor's ad campaign this time around.

Labor's ETS was rejected by parliament in December after a last-minute rebellion of opposition conservatives -- one of whom branded climate change a conspiracy of "the extreme left" to "deindustrialise the western world". But instead of fighting another election on the issue, Rudd announced in April that the ETS would be delayed until at least 2013.

His credibility never recovered. Political opponents who had accused the government of having a hollow core claimed vindication. Ross Gittins, a prominent economic commentator, labelled Rudd "a weak man fallen among thieves". His standing deemed unsalvageable by party hardheads, Rudd was replaced as leader in June by his deputy, Julia Gillard.

Gillard soon called an election and announced that a returned Labor government would review plans for an ETS in 2012, after establishing a randomly selected "Citizens' Assembly" to "examine" climate change and "test" community consensus. But consensus on contentious issues is by definition a chimera. Each of the major economic reforms in Australia over the past 30 years was carried out in the distinct absence of community consensus.

The announcement drew widespread derision. Labor's lead has evaporated in most polls. The attempt to kick the ETS into touch simply exacerbated the doubts raised by Rudd's backflip.

This should not be a surprise. A recent poll found that 60 per cent of Australians want an ETS. The global financial crisis is often cited as a reason for weakening demand for action on climate, but Australia did not have a recession. What's more, many people were persuaded in 2007 of the urgent need to put a price on carbon. They find it difficult to accept that this need has become less urgent, not more, in 2010.

Australia's three-year electoral cycle makes U-turns decidedly risky. People may not have long memories, but they certainly have short ones.

Few doubt that Rudd would have won an election immediately after the parliament rejected his ETS. Eight months later, his successor is locked in a tight race with an opposition leader who once declared climate-change science to be "absolute crap". Labor did not learn the obvious lesson. It was Rudd's capitulation on climate, not his original boldness, that shattered his credibility and his standing in the polls.

Gillard's campaign has borrowed the "Forward not back" mantra from New Labour. On climate, she might have been better off paying heed to another of Tony Blair's tenets: "At our best when at our boldest."

Stephen Minas covered the Copenhagen climate summit for Radio Television Hong Kong and the Diplomat magazine and recently completed a Master's in international relations at the London School of Economics.Twitter: @StephenMinas

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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.