Shale gas in the UK: it’s not all about the science

The gas is there, but companies in the UK need more support to get it.

Shale gas exploitation has recently been given the go-ahead in the UK. With all the excitement, claim and counter claim, it would be easy to forget that to date not a single molecule of methane from shale gas has been produced and sold. We have drilled one shale gas well. That’s an 8½ inch borehole in Lancashire, a little like pushing a pin through the ceiling of your living room and looking through the hole. It does not tell you much about what’s in there. So will this new source of gas make a difference?

Let’s start with some numbers. Present UK annual production of natural gas is around 1.5 TCF (trillion cubic feet), but each year we use about 3.3 TCF. In the USA in the last 10 years, approximately 20,000 shale gas wells have been drilled and they now have an annual shale gas production of 3-4 TCF per year. If we use the USA as an analogy, the UK would need to drill thousands of wells to prove the reserves exist and make up just a part of the annual 1.8 TCF short-fall. Unlike wind energy, where there has been a move to develop it offshore, this is ecomomically unviable for shale gas because the rate of flow of gas for each well (i.e. revenue) is low relative to gas from other types of rock . So we cannot get away from it - researching the risks and an open and honest debate about them is an essential element in gaining the social acceptance of the technology that will be required.

Durham University have been working on this. Firstly, despite what we are often told, to date in the USA there is not one proven case of contamination of drinking water due to fracking after hundreds of thousands of fracking operations. But the contamination question led us to establish a guideline for a safe vertical separation distance of 600m between the depth of the fracking and shallower water supplies. If adopted, contamination of water supplies would be extremely unlikely.

We’re working on other issues. For instance the water used for fracking flows back to the surface in a controlled way after the operation is over. This water is contaminated with naturally occurring radioactive material, otherwise known as NORM. Even with the hundreds to thousands of wells that would be required to make an impact in the UK, the amount of radionucleides such as radium 226, is going to be a fraction of that produced by the medical sector, universities and existing oil and gas production. It would need to be cleaned and any residue safely disposed of. The technology exists – so this is not a show-stopper.

USA shale gas production took off in the last 10 years because the country has thousands of onshore drilling rigs available to carry out the drilling and helpful landowners who in some cases own the gas under their land. Both are not the case in the UK. Even if the social acceptance is forthcoming, it will take years for the industry to gear-up to drill enough wells to make an impact on the production-consumption gap. The science behind extraction of the gas reserves may in the end be secondary to issues of public trust in oil and gas companies, regulators and local and national government. The gas is there, but companies in the UK need what was recently coined a "social licence to operate". Without this the wells will not be drilled and shale gas will only ever make a tiny contribution to our economy and energy security.

Richard Davies is director of Durham Energy Institute, one of Durham University’s eight Research Institutes

But does it really? Photograph: Getty Images

Richard Davies is Director of Durham Energy Institute.

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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.