Why do we let protesters dictate energy policy?

Cuadrilla withdraws from oil expansion in West Sussex.

The activists have won. For now. UK based energy firm Cuadrilla announced last night it is to withdraw from its oil exploration in the village of Balcome in West Sussex.

The firm said that the move is based on police advice due to fears that the protesters would soon embark on a campaign of mass civil disobedience at the heavily fortified site.

Cuadrilla has been drilling for oil in the village but has yet to use the controversial fracking technique the No Dash for Gas group are fighting against.

The move to pull out of the site follows a piece by David Cameron in the Telegraph this week urging the country to get behind fracking operations in the UK not just in the desolate north as Tory peer Lord Howell claimed last month.

In the piece, Cameron talks of the cost of bills, the creation of jobs, the money the work will bring to the local neighbourhoods and finally the minimum damage to our countryside, not once mentioning the larger effects the work will have on the environment, outside that which directly affects the human population and over what timescale.

Though the firm has decided to suspend operations for the time being it will has said it will begin drilling for oil as soon as it is safe to do so, betting that protesters will quickly loose interest while there is no work going on.

But while the protesters have managed to get operations suspended for now, is the way they’ve gone about it helping their cause?

When a firm cites reasons of safety for the temporary end to operations in an industry which, more often than not, works in conditions far less safe than the English countryside you do have to wonder whether the campaigner’s means are justifying the end.

It is headline grabbing, sure, and it is entirely possible that people (especially the papers) would not have the same reaction to the issue without the civil disobedience that so often comes with a large scale protest. But on issues which are far less than black and white, such as that of renewable energy and climate change, should we allow protesters to intimidate and restrict legal operations when the far less harmful and threatening channels of protest remain open to them?

A protest sign in West Sussex. Photograph: Getty Images

Billy Bambrough writes for Retail Banker International at VRL financial news.
 

Getty
Show Hide image

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.

***

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.