By crushing emissions, the recession is saving our lives

If it weren't for the global slowdown, our planet would be in a far worse state than it already is.

In the penultimate blog of this series we consider the third dimension of this era of "Great Uncertainty", the profound environmental challenge we face. The story of our environmental crisis is the story of a series of symbolic breaches. On 10th May this year the Earth Systems Research Laboratory (an environmental observatory and part of the US National Oceanic and Atmospheric Administration) perched 11,000 feet up atop the Mauna Loa volcano in Hawaii recorded the first ever average daily carbon dioxide level in excess of 400 parts per million (ppm). CO2 levels last reached such levels some 5 million years ago.

400 ppm, just like every other such symbolic ceiling, was long considered an unattainable figure, a level we could simply not allow ourselves to hit – a kind of doomsday portend and the point at which we would need to become (if we were not already) very, very scared that the damage we had inflicted on the planet was likely to prove irreparable and irreversible.  But it came and went, just like all the others – and most of us, I suspect, no longer give it very much thought. Indeed, it may well be that we are becoming increasingly immune to such symbolic breaches as the process of environmental and ecological grieving becomes ever more familiar.

But most of us know we can’t carry on like this. We know, in particular, that we can’t afford to forget for a moment this third dimension of the Great Uncertainty, even as we grapple with its first two features. Nor can we seek to solve those aspects of the situation at the expense of worsening our prospects in relation to this third issue. At heart, we face not just a crisis of growth, but, much more significantly, a crisis for growth.

This is of course immensely difficult terrain on which think and act. But there are some things we can say and do.

First, we can remind ourselves of why the task is so urgent – and we need to do so. There are some things, climate change denial notwithstanding, that we can be pretty certain about. Interestingly, though perhaps unremarkably when you think about it, they are not about symbolic breaches like passing through the 400 ppm CO2 threshold. They are about the planet’s "carrying capacity"; and the point is that for CO2, alas, it’s a lot less than 400 ppm.

This concept allows us to identify a series of planetary boundaries – what Johan Rockstrom called "the safe operating space for humanity with respect to the Earth system… associated with the planet’s biophysical subsystems or processes".  Here, with the benefits of the latest science, we can start to counter-pose current figures on environmental degradation with expert best approximations of the planet’s carrying capacity (the point beyond which we simply cannot go without threatening human life, certainly as we know it, on earth).

The results are startling and alarming in equal measure. Adapted and updated from Rockstrom, they are summarised in the table below for just a small sub-set of the planetary carrying capacities we might consider:

Earth system processes Parameter Boundary Current level
Climate change Atmospheric CO(ppm) 350 >400
Biodiversity loss Extinction rate (no. of species per million per year) 10 >100
Nitrogen cycle Amount of nitrogen removed from the atmosphere for human use (million tonnes per year) 35 >120
Freshwater use Human consumption of freshwater (km3 per year) 4000 c. 3000
Ocean acidification Global mean saturation state of aragonite in surface sea water 2.75 2.9
Landmass usage Per cent of global landmass used for crops 15 c. 12

Data like this show that we are already in the "red zone" (where we exceed planetary carrying capacity) with respect to a number of earth-system processes and moving rapidly into it in a number of the others.

Second, we need to recognise that the global financial crisis has done more to reduce the pace (or at least slow the acceleration) of the process of global environmental degradation than anything directly intended to have such an effect. That is because it has served to reduced aggregate global growth rates. Of course, we need to be extremely careful here. For one’s enemies’ enemies do not always make good friends – and we can have environmentally unsustainable non-growth just as much as we can have environmentally unsustainable growth. Indeed, what is clear is that we have had both: the post-2008 story is only of the move from the latter to the former.

Nevertheless, what such reflections reveal is just how crucial the question of growth is to our capacity to respond to the global environmental crisis. Almost certainly, we will need to wean ourselves off growth if we are to do anything that takes us out of the "red zone" (and time-lag effects, it scarcely need be pointed out, are very considerable indeed).

So how might we do this? That’s not easy to specify in detail yet, but the starting point is, on the face of it, deceptively simple (though one should not underestimate the political difficulties of what we here propose). It is that we work collectively and globally to change the global currency of economic success – replacing the convention of growth (for that is what it is) with something else.

In effect, we need urgently to devise a more balanced and sustainable array of genuinely global (indeed, planetary) collective public goods whose promotion might eventually replace the blind and narrow pursuit of economic output as the global currency of economic success.

What’s more, it’s not too difficult to imagine what might be entailed here. Alongside GDP we would need to build a new index of economic success – a compound index, inevitably. It might include things like changes in the Gini coefficient (in the direction of greater societal equality), changes in per capita energy use (rewarding increased energy efficiency and sustainability), changes in per capita carbon emissions and other planetary boundary statistics (rewarding the greening of residual growth) and perhaps a range of more routine development indices (changes in literacy rates and so forth).

This alternative Social, Environmental and Developmental index – let’s call it SED – would be recorded and published alongside GDP and would immediately allow the production of a new hybrid GDP-SED index. Over a globally agreed timescale, the proportion of SED relative to GDP in the hybrid index would rise – from zero (now) to 100 per cent (at some agreed point in the future).

In the interim, we would, of course, gauge whether our economies were "growing", "flat-lining" or "in recession" according to the new hybrid index, moving in effect from GDP to SED in how we measured economic performance.

The changes to our modes of living over that period of time would be immense – and would need to be immense. But it’s surely what is required if we are to rectify our planetary imbalance and, even so, it’s only a necessary, not a sufficient, condition of exiting that dangerous planetary "red-zone".

This is the fourth in a five-post series on the "Great Uncertainty".

Photograph: Getty Images

Professors Colin Hay and Tony Payne are Directors of the Sheffield Political Economy Research Institute at the University of Sheffield.

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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.