Bill payers are being fracked over by misleading claims from Cameron

Even if shale gas does bring down bills, we may need to wait 15 years for it to do so. The government's narrow focus is selling the public short.

Fracking made the headlines yesterday as Caroline Lucas was among protestors apparently outnumbered by police in Balcombe. As Lucas was being dragged off to sit in the back of a police van and reflect on her part in the "mass civil disobedience", protestors elsewhere were superglueing themselves to the London offices of PR agency Bell Pottinger, representatives of energy company Cuadrilla.

The protestors have focused largely on the environmental consequences of fracking but many others will be interested in the potential for fracking to bring down their bills, as David Cameron has claimed it will. But this claim is misleading: even if shale does bring down bills, which is highly uncertain, we may need to wait 15 years for it to do so. With the right conditions in place, fracking has a place in the UK but it offers no protection to bill payers from the high and rising cost of energy.

It makes no sense to import gas we can produce at home, especially if the process creates thousands of jobs and billions of pounds in tax revenues. For this reason we should back fracking as a way to develop the UK’s vast shale gas reserves. According to a recent study, there are shale beds containing 40 trillion cubic metres of natural gas in the north of England.

Support for fracking should not, however, be accompanied by a weakening of the UK’s commitment to reduce its carbon emissions. Gas has a vital role to play for years ahead as a bridging fuel on our way to a near-zero carbon energy system and as a back-up to renewable forms of generation. As long as our legislated decarbonisation targets stay in place and are adhered to, fracking can have a part to play.

While fracking could bring benefits, it will not help households who are feeling the pinch from high energy bills, at least not any time soon. There are two main reasons for this. First, it is not clear how much it will cost to develop shale gas in the UK. The peculiarity of UK shale reserves is a key factor here. Also important is how communities respond to the prospect of fracking in their area: if developers face protests nationwide as they have in Balcombe then clearly costs could be high. Second, and crucially, the price of gas in the UK is set by the price of imports through international markets. One analysis suggests we may need to drill 10,000 wells to offset the need for imports, which, if achievable, could take 15 years.

So, what about householders, who have their seen their energy bills rise by £360 or 60% from 2004 to 2011 and face yet another round of bill increases before the year is out? The government’s preoccupation with all things shale is selling them short.

To be protected from bill increases, householders need to improve the energy efficiency of their properties. The main policy that should support households in doing so, the Green Deal, is not delivering: 130,000 households were expected to sign up to the scheme this year but so far only 306 have. The government should be doing everything it can to get this scheme moving, which means introducing more incentives to simulate demand, looking at ways to reduce the cost of loans that are available and supporting area-based schemes as much as possible.

Some households, the 'fuel poor', struggle with high energy bills more than most. Locating these households is hard and to do so the government should adopt an area-based strategy, centred on local authorities. Local health bodies could also play a key role in these schemes.

Debate on the role for shale gas will not die down any time soon but the government’s argument that it will help bill payers won’t ring true for many years to come.

Protesters form a blocade outside a drill site operated by Cuadrilla on August 19, 2013 in Balcombe, West Sussex. Photograph: Getty Images.

Reg Platt is a Research Fellow at IPPR. He tweets as @regplatt.

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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.