Wind farms and abuse of statistics: bird edition

When "wind farms are dangerous" really just means "there are a lot of birds".

When dealing with large numbers, it helps to have an idea of the expected order of magnitude. That way, you can know whether it is merely the number which is large, or the thing it's describing as well.

For instance, if I tell you of a country with 140,000 people in long-term unemployment, it's rather important for you to know if I'm talking about the US (population 280 million) or Luxembourg (population 525,000).

That's a test a Spectator article, Wind farms vs wildlife, failed quite badly this week.

The author, Clive Hambler, is a lecturer in biological and human sciences at Oxford university, and quotes a number of statistics to demonstrate how dangerous wind farms are to wildlife. For instance:

Every year in Spain alone — according to research by the conservation group SEO/Birdlife — between 6 and 18 million birds and bats are killed by wind farms. They kill roughly twice as many bats as birds. This breaks down as approximately 110–330 birds per turbine per year and 200–670 bats per year. And these figures may be conservative if you compare them to statistics published in December 2002 by the California Energy Commission: ‘In a summary of avian impacts at wind turbines by Benner et al (1993) bird deaths per turbine per year were as high as 309 in Germany and 895 in Sweden.’

Similar claims are made throughout. Apparently the annual death toll of bats in the US and Canada is "up to three million", "Norwegian wind farms kill over ten white-tailed eagles per year", and so on.

What is missing is any context through which we can examine these numbers. It might change our interpretation of the figures to know that:

Domestic and feral cats have also been considered a major source of anthropogenic-caused mortality with estimates near 100 million annual bird deaths [in the US].

Or that, on roads near wetlands in Canada:

223 birds were killed per mile per year.                                                                                            

Power lines in the US are estimated to kill:

…approximately 130 million birds per year.                                                                                                        

While we're banning things, we may want to keep an eye out for that scourge of the avian world, windows:

97.6 to 976 million bird deaths per year in the U.S. due to collisions with windows… based on an estimated 1 to 10 bird deaths per structure per year from a fatality study in New York.

All those figures come from a 2005 paper by the US Department of Agriculture.

In other words, even with the massive figures from Spain – figures which show deaths per turbine per year two orders of magnitude higher than equivalent figures cited in the above paper, which are based on an assumption that for every confirmed death, there's nineteen uncomfirmed, and which come from a set of guidelines which explicitly concludes wind farms are OK for birds if built correctly (pdf) –  wind farms kill fewer birds than cats, power lines, roads or windows. That comparison would have been rather useful to include in the original piece. With that in mind, the numbers in the piece become less a demonstration of the awesome mortality of wind farms, and more a confirmation that yes, there are a lot of birds in the world.

Update

It's been pointed out on Twitter that I'm not comparing like to like. Spain is smaller than the US, of course. Thankfully, the USDA also estimates the number of birds killed by wind farms in America: between 20,000 and 37,000 a year. I let you draw your own conclusions from the discrepancy.

Wind Turbines in Spain. Photograph: Wikimedia Commons

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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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.