Tag: net zero

We Need to Talk About Transport

Posted on by janet.crompton

 

The transition to zero-carbon is essential to the mitigation of climate change, but despite Paris Agreement commitments, transport emissions are still on the rise. The transition to clean forms of transport is a hot topic for the upcoming climate change conference COP26, which will take place in November 2021 in Glasgow.

Researchers agree that there are solutions to the transport problem, both simple and innovative, but we need to act fast. That much is clear from a local example; Bristol needs to reduce carbon dioxide emissions by 88%, to meet its ambitious net zero targets by 2030. For National Clean Air Day (17th June), I have been finding out about research on clean transport from experts at the Cabot Institute for the Environment at the University of Bristol.

Professor Martin Hurcombe, ‘Access and Active Leisure in a Time of Pandemic: Tales of Two Cities’

Self-proclaimed ‘MAMIL’ (middle-aged man in lycra), Professor Martin Hurcombe from the Modern Languages department is a keen cyclist, a passion he has integrated into his research. As an offshoot of his research in literary studies, Martin became fascinated by the French sports press and the way it represented cycling. As a result, he is currently writing a book exploring attitudes towards cycling from the late nineteenth century up to the present.

Martin is also working with the Brigstow Institute on an exciting project entitled ‘Access and Active Leisure in a Time of Pandemic: Tales of Two Cities’. This comparative study of Bristol and Bordeaux is exploring how the pandemic has highlighted longstanding issues around access to and enjoyment of urban spaces via active leisure. Both cities reflected profound inequalities, entrenched geographically, economically, socially and culturally, many of which originate in the cities’ parallel histories of empire, trade and industrialisation. Martin and his fellow researchers are investigating the ways in which the pandemic has heightened these structural inequalities, but also led to some positive re-shaping of the urban environment, from reduction of road traffic to a massive increase in cycling with recent government statistics show that cycling levels during lockdown rose by up to 300% on some days.

While the benefits of cycling are clear; a healthier population, decreased congestion and a cleaner urban environment, Martin laid out various key challenges faced in its promotion and uptake. These include the attitudes of drivers towards cyclists, infrastructural challenges and issues of safety.

Why is it important to conduct cultural, qualitative research in the transport sector?

To change attitudes, we need to take a broader cultural approach, not just an infrastructural one; issues of who has a ‘right’ to occupy the streets play out on a daily basis in how a cyclist or a runner feels and acts on the roads. Despite the challenges revealed by his public engagement research, Martin seemed determined that this kind of research will be valuable in ‘finding a way we can all share this space’. Research like this can be used to draw out diversity in active leisure and dispel the traditional image of the cyclist, to broaden it to include people of all sectors of society. Martin also recently worked on ‘Putting a Positive Spin on the Story of Cycling’ (PPS), that was developed with local charity Life Cycle.

We want to demonstrate that cycling was, and is, something for everybody.

Georgina de Courcy-Bower, E-scooters in Bristol

Georgina completed her Master’s in Environmental Policy and Management during the pandemic. Following the legislation of e-scooters in the UK on 4th July 2020, a change in law brought forward to reduce crowding on public transport as a result of COVID-19, she chose to write her dissertation on this new micro-mobility. Georgina explained that the Voi scooters, introduced to Bristol as part of a shared mobility pilot scheme in UK cities, were considered and promoted as a ‘last mile’ solution to fill gaps between transport links and homes or offices, in hopes to draw more people away from their cars and tackle congestion and air pollution – two key issues associated with the car-dominated transport system known to Bristol.

Georgina decided to investigate the viability of these e-scooters as a solution to sustainable urban transport in Bristol, by conducting a policy analysis to explore the successes and failures of implementation of e-scooters in cities around the world. Overall, e-scooters were found to be a positive alternative to cars. However, Georgina did come across certain roadblocks to their success in her research; for example, the lifecycle analysis of e-scooters shows that they still produce significant emissions, particularly compared to active travel, because of their production and dissemination.

Are e-scooters a viable part of the solution to sustainable transport?

 The most effective way to encourage a modal shift away from cars will be to reallocate space to all other road users, such as forms of public transport or active travel. She suggested that we need to begin ‘designing cities around people’, proffering the local example of Cotham Hill, where the road has been closed to through-traffic to allow restaurants and businesses to expand onto the street and create a safer space for pedestrians and cyclists. Georgina concluded that when e-scooters are paired with other ambitious policies, they are more likely to provide public benefit. However, e-scooters cannot act alone in decarbonising the transport system.

Understanding the city as a complex system and taking a more holistic approach to environmental transport sustainability is likely to be the most successful strategy.

Dr Colin Nolden, Riding Sunbeams

Dr Colin Nolden is the non-executive director of Community Energy South, an umbrella organisation for community energy groups. A member organisation pioneered the idea of connecting community-owned solar farms to the railway traction system, realising that it would be possible to repurpose existing solar PV technology to do so. This idea led to the formation of a spin-off company, now known as Riding Sunbeams.
The current railway system’s electricity is supplied through supply points to the national electricity grid. Therefore, decarbonisation of electrified railways currently hinges upon the decarbonisation of our electricity grid. Riding Sunbeams provides an alternative to this with huge rail decarbonisation potential; supplying renewable energy directly into railway electricity substations and overhead rail gantries, bypassing the grid entirely. This can be achieved without the need for costly electricity grid reinforcements. Network Rail seemed like the obvious choice to approach with Riding Sunbeams’ innovation, especially given that they are the UK’s biggest single electricity user.

What are the social benefits of renewable, community energy?

Colin was in charge of conducting a Social Impact Framework (SIF) for the project and found that there is great potential for positive social impacts; community energy groups that could be developing solar traction farms are strongly rooted in local communities, and provide local jobs, volunteering opportunities and reduce economic leakage from geographical areas. So far, Riding Sunbeams has successfully implemented one pilot project, in the summer of 2019, a solar array of just over 100 panels connected to the railway outside Aldershot station in the UK. Since April 2019, Riding Sunbeams have also been exploring the potential for integrating other clean energy technologies like wind power.
There has been significant support for the technology from the government and people championing it within Network Rail, and as a result Riding Sunbeams has procured funding from Innovate UK and the Department for Transport. Colin explained that the SIF demonstrated a variety of positive social impacts to community-owned traction supply that could tick a lot of the boxes Network Rail want to tick. Nevertheless, he concluded that

Despite good will and innovation, ‘it takes a long time to disentangle things and implement new systems.

Emilia Melville, Moving Bristol Forward’s Transport Manifesto

Researcher, Emilia Melville, is one member of the team behind Moving Bristol Forward’s Transport Manifesto and its vision for a better transport future for Bristol. Moving Bristol Forward is a collaboration between Zero West and Transport for Greater Bristol Alliance (TfGB). Emilia became involved through Zero West, a community interest company, whose mission is to get the west of England to zero carbon. Teamed up with TfGB, it was important to them that this project had a significant participatory element. As a result of consultations with the public, a manifesto was written that envisions a different future for our cities; one that integrates many voices and imagines streets not overcrowded by cars, but filled with active travellers and efficient, clean public transport. To read the Manifesto’s 8 key aims, click here. The goal is to gain endorsements from organisations and policymakers, along with support from the public.

How Bristol measures up to other cities in terms of moving towards clean transport?

There is a lot of good will, citing such schemes as Playing Out Bristol, a resident led movement restoring children’s freedom to play out in the streets and spaces where they live. However, Bristol faces many challenges, not least because of its heavy car-dependency. This is partly due to car-oriented planning and construction that happened in the 1960s. Commuters face issues such as a lack of connections between the outskirts and the centre, and not feeling safe on public transport or in active travel has been a recurring problem cited in public engagement sessions. The city lacks a combined transport authority, like TfL in London, that would allow for integrated ticketing, better-connected routes and an overall better coordination. Nevertheless, while the issues Bristol faces do require serious thinking about major urban planning changes, there have been examples of successful conversions in the past. Queen’s Square, now a beautiful and well-loved park, once had a dual carriageway and major bus route running through it! In 1999, the City Council made a successful grant application to restore it as a park as part of the Heritage Lottery Fund’s Urban Parks Programme.
Queens square, Bristol, before and after dual carriageway was removed to create the well-loved park it is today (Photo by Bristol Live).
To get behind the manifesto, you can write to your local representatives, share it on social media platforms or tell your friends and family about it.

My Thoughts on Our Talks About Transport

I asked Emilia what she would say to the person that does not believe in the power of the individual, for example, someone who thinks ‘it won’t make a difference if I ride my bike versus drive my car, so I’ll just drive’. She replied that, firstly, riding your bike is great! You inhale much less air pollution than someone in a car, can make eye contact with fellow road-users and get a good burst of exercise. She concluded that change needs to happen at different levels: it is important that we show policymakers that we want to see change, whether that be by writing to them to endorse the manifesto, or increasing the presence of active travellers in the streets. As Martin explained in our conversation, critical mass is key! The same can be said for using public transport; the higher the demand is for it, the more likely we are to see policy changes that increase investment in it, thus resulting in greater regularity and efficiency of services.
As the UK hosts COP26 for the first time, this is a key opportunity to galvanise efforts to achieve the UK’s legally-binding net zero emissions goal by 2050. Speaking with the four transport experts led me to these conclusions:
• The Department for Transport needs to encourage the public to avoid journeys by car that can be taken by other means of transport.
• There is a need to shift necessary journeys to the most sustainable modes, and alongside this, clean up motorised journeys by transitioning to Zero Emissions Vehicles.
• Alternatives to private cars need to be made more readily available, accessible and attractive.
• Finally, we should build on the momentum of the shift towards active travel brought around by the pandemic, encourage a return to public and active transport and a shift away from motorised travel.
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This blog is written by Lucy Morris, Master’s by Research (MScR) student at Cabot Institute for the Environment. Lucy is currently researching ‘Why Framing Animals Matters: Representing Non-human Animals On-screen’ and produced this blog as part of a part-time role as communications assistant at the Cabot Institute.
Lucy Morris

 

 

Interested in postgraduate study? The Cabot Institute runs a unique Master’s by Research programme that offers a blend of in-depth research on a range of Global Environmental Challenges, with interdisciplinary cohort building and training. Find out more.

 

 

Bristol Mock COP Negotiations – Mobilising Imaginations for Ambitious Outcomes

Posted on by janet.crompton
Screenshot of Mock COP26 hosts and facilitators (Master’s students)

On 30 March, Jack Nicholls, Emilia Melville and Camille Straatman from the Cabot Institute for the Environment hosted an online simulation of the COP26 that will happen in Glasgow in November this year. It was set to be in equal measures a playful exercise of the imagination, and deep dive into the acronym-filled world of global climate politics. Students from 11 school groups would represent various state and non-state actors, and 12 Master’s students would facilitate the negotiations, myself included.

It was the first public engagement exercise of its kind for a University in the COP26 Universities Network,  an experimental activity that hoped to lead to a replicable blueprint for other Universities could follow. So, whilst it was all carefully planned, some questions lingered after the training pre-session for facilitators, which would go unanswered until the students appeared on screen the following day:

How will the school groups engage with the exercise? What will they say relative to what we think the real negotiations will be like, and how will they navigate representing actors with values that don’t align with their own? What kind of knowledge and insights will they bring to debates on a broad range of climate resolutions? How might their votes and outcomes differ from those emerging from the real thing in November?

My preparation for facilitating the group of ‘UK delegates’ consisted of re-reading Boris Johnson’s ‘10 point plan for a green industrial revolution’ and the information Cabot Institute members have shared about financing a green transition. The briefing letter we’d received from the ‘PM’ staunchly asserted our actor aims: to protect home economic interests and industries, green or not, avoid any aid obligations to other countries that may hinder our progress towards achieving our own ambitious climate goals, proving that we are indeed on track to achieve these, and convincing others to follow our lead.

The first thing I asked the group once we’d arrived in our breakout room was whether or not they were ready to put their floppy blonde wigs on, eliciting an amusing collective groan. But, they’d done their research on climate action in the UK, and it showed. Students were clearly up to date on climate action in Bristol, updating me on the upcoming diesel ban in Bristol’s Clean Air Zone, which was passed last month and will be implemented in October. This was great for framing the UK’s ambitious Net Zero Emissions (NZE) goals in terms of their impact at city level and on our own lives.

Their background knowledge of issues like nature conservation, sustainable agriculture, and the refugee crisis meant that they took a more progressive stance on some resolutions than one might expect from our conservative government to do so in November. For example, whilst protecting natural assets in the British countryside is often positioned as simply a point of national pride, and agricultural reform hasn’t been a priority. When one student told us that there are only ‘60 growing seasons left in the UK,’ in our current intensive agricultural model, a shocking number that I hadn’t heard before, they decided to vote strongly for a sustainable agriculture transition.

I prompted them to consider the economic concerns that may shape discussions with the International Monetary Fund (IMF) and the USA in the upcoming rounds, like the Green Industrial Revolution, job security and funding for achieving UK’s ambitious NZE goals. I almost didn’t want the group to step into the more pro-economic and nationalistic agenda they’d been briefed with but was as amused and impressed as the rest when our spokesperson and many of the others dazzled us with compelling impressions of the leaders they represented.

Despite their dramatic flair and feel for the roles, all groups demonstrated an open-minded ambition that I hope we are fortunate enough to find amongst the attendees of the COP26 Blue Zone.

The IMF was represented by two Master’s students, Lucy and Tilly, who had stepped in when one school couldn’t make it to the negotiations. They lobbied hard. But we met consensus on pretty much all the resolutions: a combination of their assertiveness, the UK group’s willingness to be flexible, and their own values meant that resolutions previously not outlined as top priorities (like climate refugee protection) were seriously considered. Their reservations on this resolution, due to needs for job security in a just transition, as well as pre-existing population density, were met with deliberations on ‘why not, then, commit to welcoming as many refugees as we can? If all countries collaborated on this resolution, wouldn’t the ‘burden’ be reduced? So, why not?’ 

Thanks to a successful first round, we had the IMF’s support for resolutions on phasing out coal and non-electric vehicles to mobilise against the USA, who we anticipated might be hesitant to make bold fossil-fuel energy and vehicle phase outs. Spurred by the decisive negotiating they’d witnessed, the UK took the front foot in their following negotiations, securing agreements in both.

Unlike in the pre-arranged 1st and 2nd rounds, the groups got to list which groups they wanted to meet with in the 3rd round. The UK were hoping for Brazil, or Shell. But a ‘wildcard’ meant that the group were surprised to meet with the International Working Group Indigenous Affairs (IWGIA) and had to think on their feet. IWIGIA were lobbying for votes to amend the resolution on protecting nature and biodiversity so that Indigenous peoples living on areas designated as protected would be in charge of their management. The UK group voted against this amendment, deciding that the UK’s stance would probably be that top-down governance is necessary to reach ambitious climate goals. In my opinion, the best outcome was that Indigenous people’s rights to agency in decision-making on unceded, threatened lands was brought to the fore. I was very happy to see that the students could discuss decolonising the climate movement on the fly like that.

Throughout the negotiations, the UK shelved the staunchly independent rhetoric in their briefing letter about avoiding other countries’ climate burdens as they realised as a group that interdependence was at the heart of most of the issues they discussed. Whilst decisive action from the UK might spur other countries to follow suit, our futures also depend on reaching consensus with them.

Before we had started, I’d thought I could anticipate what role the student’s imaginations would play: getting into character and arguing in line with the actor’s values. But, the group showed me that their imaginations were fit for different purposes: for interrogating why not vote for best case scenario outcomes, and for thinking through problems-as-solutions. For example, the UK may not yet have a strong stance on biodiversity, nature and sustainable agriculture, and our climate obligations seem to represent a point of national pride rather than our collective planetary futures. But, amongst these ‘delegates,’ the intra-group discussions sounded a bit like ‘why not walk away from COP26 with strong commitments to reinvent our food systems, and to protect our wildlife? Wouldn’t these be positive outcomes and proud new communication points for the UK?’

It wasn’t just the ability to debate – not to be downplayed amongst this informed, passionate and articulate group – but to listen, and situate themselves in the perspectives of the groups with whom they were negotiating, that led to agreements for addressing collective problems. What I had assumed would be rapid-fire negotiation rounds seemed to become a crash-course in consensus decision making, a skill I’m sure they’ll go on to hone.

In the debrief session, students were asked if they had participated in any peaceful protests or intended to in future. It’s fair to say that a new spirit of rebellion is rising amongst the nation’s teens, who are increasingly realising their stakes, power, and responsibility in shaping the future. But, what’s missing from most of these demonstrations is inclusion of manifestations of what this future could be, look like, and feel like. Activities like the Mock COP provide a momentary glimpse at the world they chant is possible when they do take to the street. One in which global leaders are open-minded, co-operative and ambitious, and agreements between them are shared wins.

Of course, meeting consensus is just the first step. There’s a difference between promoting and delivering on climate targets, and our leaders must be held accountable. Meaningful youth engagement exercises like this might be a good starting point for ensuring that outcomes of the real COP26 are in line with young people’s visions of sustainable, viable futures. Because, what we hold global leaders accountable to is up to us. And our youth are natural visionaries. That much is clear.

As Donella Meadows, co-author of Limits to Growth asks, ‘who’s idea of reality forces us to “be realistic”? The UK group’s vision of the best-case scenario always took up the centre of the virtual negotiation rooms they entered, rather than the behemoth of brokenness that usually takes up this space and stalls our leaders. If we are to learn something from this Mock COP and the youth voice for climate action more broadly, it’s that “being realistic” about our planetary future does not contradict committing to the best possible outcomes. Quite the opposite, and our leaders need to do both this November.

As COP26 approaches, it’s important that young people are able to engage and to have some insight as to what is happening in the negotiations. A Mock COP is an excellent way to do just that.  Jack Nicholls and Emilia Melville have designed and run a Mock COP26 event for school students ages 16+ which can be run online or in person in the lead up to COP26.  If you would like to run a Mock COP in your university, with local state schools, please join the training session on Tuesday 30 June at 2pm. Register here. 

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This blog is written by Dora Young, Master’s by Research (MScR) student at Cabot Institute for the Environment.

Dora Young is an MScR student and human geographer developing participatory mapping methodologies for environmentally just, inclusive ecological management strategies in Bristol. She is interested in how human lives intersect with urban nature, both in policy and in everyday landscapes facing climate and ecological crises, and reads and writes about these themes in her spare time.

 

 

 

 

Interested in postgraduate study? The Cabot Institute runs a unique Master’s by Research programme that offers a blend of in-depth research on a range of Global Environmental Challenges, with interdisciplinary cohort building and training. Find out more.

Skilling up for the clean energy transition: View from Skills Work on EnergyREV

Posted on by janet.crompton
“Green Jobs not Job Cuts” by John Englart (Takver) is licensed under CC BY-SA 2.0

A couple of weeks ago I attended the “Skilling Up for the Clean Energy Transition: Creating a Net Zero Workforce” IPPR discussion. Given that we had 1.5 hours to get input from 5 presenters and about 20 participants, it was not really possible to put many thoughts across. Hence, this blog. Using some of the questions set out at the IPPR discussion, I started to put together some answers based on our work from the EnergyREV Skills work group (so far). Seeing that there is quite a lot to say, I will focus here on only 3 questions set out at the IPPR meeting:

Question 1:  What are the main challenges and opportunities we face in the transition to net-zero?

Today an average person on Earth consumes 1.5 planets [1]. In other words, we need 1.5 planets worth of forests, seas, land, and other resources to produce what an average person consumes and be able to absorb the emissions and negative impacts of it. And this number varies between developing and developed countries (e.g., 1.1 for China and 4.1 for USA).

For the UK we will be looking at 2.5 planets per person! Transitioning to net-zero economy then implies drastic change to our everyday production and consumption structures, processes, and habits.

Such change cannot be accomplished by one stakeholder, by few regulatory changes, or legislations. A systemic change in the mindset of the whole country is needed: from school education, to university level training, from industrial and societal regulations and legislation, to societal values that drive the  kinds of companies that entrepreneurs want to run, and jobs that employees want to take, to the way that products and services are valued and consumed.

In considering this transition, we take a look at the energy sector, asking: how can we transition to renewables-based, local energy systems? Let us first clarify:

Why renewables-based? Because that is the only clean, continuously available energy source.

Why local? Because renewables are locally distributed and so should be harnessed where they are located. Moreover, wherever possible, the generated energy should be consumed where it is produced to avoid transmission losses as well as extensive costs of transmission infrastructures.

1.1 So what are the challenges in transitioning to renewables-based local energy systems?

1.1.1 Political landscape 

The most recent Global Talent Index Report (GETI) [2] based on 17,000 respondents from 162 countries has shown that, although there is an obvious skills shortage, the most worrying issue for the renewable energy sector is, in fact, the political landscape. A lack of subsidies is of huge concern to the renewable industry, significantly more so than to the conventional and better established non-renewable sectors. Similarly, stability of the policies is a key determinant for investment into the new technologies and renewables sector.

1.1.2 Transitional mindset

Provisioning the right political landscape requires a transitional mindset within the society.  Such a mindset would enable people to support the policies even though many of these would threaten to uproot their normal daily lives. This social support is essential not only for accepting the (potentially unpopular) policies, but also for taking an active role in the required change of daily practices (e.g., engaging with Demand-Response services, installation of own renewable generation and storage equipment, etc.) both as a consumer, and as a professional choosing to seek employment within the zero-emissions sector.  This (I think) is the biggest challenge of all, as it requires A change of mindset and lifestyle of the whole of the country’s population. All of this cannot be achieved without:

  • widespread ecological education: Such education should be provisioned to all of the citizens: from children to retired.
  • commitment of resources to enable and support the necessary changes: it will not be enough to explain to families that driving a car is harmful for the planet; the family should get access to an alternative viable transportation option, so that they are able to get to school and work on time. To give a few examples (for UK):
    • the transportation service would need to be improved (if it takes me 1 hour to walk to my work place and  1 hour if I take the bus, what is the point of the bus?);
    • work practices would have to be changed to support flexible start/end as well as working from home/alternative locations to reduce the need for peak-time transportation pressure;
    • change in hiring practices for jobs that require physical presence, would have to account for the workers’ ability to reach their workplace in carbon-neutral way;
    • change would be needed in pricing/taxation of products, ensuring that the cost of carbon is taken into consideration (a move which, if not prepared for carefully,  will undoubtedly be met with a lot of resistance from both producers and consumers)

Without such education and resource commitments the policies to aid decarbonisation are likely to create disruption and unrest, as recently seen with the ‘gilets jaunes’ in France. When president, E. Macron proposed a rise in tax on diesel and petrol without any transitional arrangements or subsidies for the alternative cleaner, electric vehicles, protesters took to the streets in violent clashes with the police [4].

1.1.3 Skills Shortage

Skills gap (or shortage) is a disequilibrium between the skills available from workers and those demanded of them by employers.

The skills shortage is a looming crisis that many in the renewable energy sector are also worried about: in accordance with GETI [2], 60% of respondents believe there is only 5 years to act before it hits. So what talent is lacking?

  • The discipline of Engineering was reported to be in highest need, 50% of which were  mechanical and electrical/E&I engineers – both 25% –  followed by R&D at 20% and project leadership following with 25%;
  • Lack of understanding of the system as a whole: how multiple energy generation methods can work together and complement each other;
  • Legal experts and policy makers in steering the path to change;
  • Implementation of effective and relevant training and education programmes;
  • Vision of how all of these factors come together.

Such a gap can cause structural unemployment whereby the unemployed workers lack the skills needed to get the jobs. The shocks in economic activity that can lead to structural unemployment in the area of low-carbon and localised energy systems can arise from three main drivers:

  • Firstly, as industries become more energy efficient and less polluting, the demand for occupations (such as drilling engineers) decreases whereas there is an increase in the demand for others, such as solar panel technicians. In some cases the occupations are relatively transferable. For example, an individual working on oil or gas drilling sites will be able to transition to the geo-thermal industry which relies on similar methods for heat extraction. The change in market behaviour can also be encouraged by consumer habits, for instance, through mass demand for greener energy which in turn causes the industry to adapt in order to meet the demands of their customer base.
  • Secondly, entirely new occupations can emerge as a result of developments in technology. Occupations are also limited by this factor since a technology may not be available in a certain country or relocation to an area where the occupation is vacant may not be a feasible option.
  • Thirdly, the introduction of regulation and environmental policy can force the industry to alter its structure. For example, policies may be put in place that ban certain materials or processes with negative environmental impacts [3].

The key risks to the sector, as a result of skills shortages, include decreased efficiency, loss of business and reduced productivity. These consequences will trigger a negative feedback loop since it is likely that there will be less incentive to work in the given industry if it is seen as a failing one.

How could the skills shortage be addressed?  

The required skilled workers can be:

  • Attracted from other industries with transferable skills (e.g.,  increasing need for the geo-thermal energy drill operators can be filled by attracting such operators from the shrinking oil and gas industry)
  • Provisioning training: however, the length of a training course may cause long lead times and it is also necessary to incentivise individuals into enrolling in the training programmes in the first place.
    • One way to speed up this process is for companies to offer apprenticeships and teach workers the skills or training ‘on-the-job’.
    • Another option is to establish partnerships between employers and educational institutions, providing timely input on the expected types of training and shortages expected ahead of time, allowing for the training to be provisioned ahead.
  • Clearer career progression, with demonstrated career pathways and specialisation opportunities.
  • Increased remuneration and benefits packages, motivating the individuals to invest into (re-)training.

Improved societal image of clean jobs:  As shown in the recent Talent Index Report [2] , remuneration was one of the least common reasons for the young people choosing to work in the renewables sector. A possible explanation could be that for the 25-34 year olds the concern for the climate is more apparent. Hence, they may enter the sector as they wish to take action against global warming rather than for gaining “job perks”. Thus satisfaction from work that contributes to the social good could become a major motivator in its own right.

Question 2: What is the role of government, employers and trade unions in securing a skills system fit for a decarbonised future?

Our recent review of the factors that affect skills shortages [8] revealed a picture presented in Figure 1 below. Here the factors most frequently noted as affecting skills shortages are:

  1. policy and regulation (e.g., feed-in tariff which increased demand for solar installers);
  2. technology (such as automation);
  3. change in markets due to competitiveness;
  4. education (e.g., education may be of a low standard or not up-to-date); and
  5. mass changes in consumption habits (which can shift demand away from certain goods and services and towards others, which in turn increases the demand at many stages of the value chain).

Factors mentioned which are noted as of mid-range impact are:

  1. physical changes in the environment as we are seeing with the climate crisis;
  2. number  of training  providers which  may also reflect a regional shortage;
  3. job  incentives such as wages or location;
  4. demographics, i.e., in localities where younger generations relocate or where women have lower levels of participation;
  5. funding towards skills and training or R&D;
  6. social awareness for the benefit of low-carbon alternatives;
  7. structural change;
  8. labour market information whereby individuals do not know which skills  they need;
  9. the number of graduates in the necessary area (or generally) may be low; and
  10. business  model changes which cause disturbances on company-level.
Figure 1: Factors affecting skill shortages (source [8]).

2.1 Government

From bans on harmful products to the introduction of a carbon tax, the government has an extraordinarily influential power in promoting a smooth transition to low carbon and more localised energy systems through legislative prohibitions as well as by providing both incentives and disincentives. This is clearly shown in Figure 2 that illustrates the success of encouraging installations of solar panels through the introduction of the Feed-in Tariff in 2010. The growth in the number of installations post April 2016 could partly reflect the rush to set up projects before further reductions in subsidies take effect. Nonetheless, this example of a positive incentive for participation in cleaner production methods should be learnt from to support the transition.

Figure 2: Quarterly breakdown of number of installations and total installed capacity accredited under the Feed-in Tariff. Figure obtained from [5]

The tools that the government has at its disposal include:

  • Policy and regulation:
    • Ban on harmful industrial practices and products (including unpriced carbon emissions);
    • Carbon taxation;
    • Technology regulation (e.g., clear regulation on use of blockchain, acceptance of peer-to-peer energy trading, regulation of self-generation and storage, all of which will drive investment into specific technologies and enable business models);
    • Change in markets due to competitiveness by taxation, e.g., taxing fossil fuel-based vehicles to cross-subsidise the electric ones, allow continuous supplier switching for energy consumption, etc.;
    • Change the value system in economics: move away from economic growth and GDP as progress indicators to Happiness Index, Job Satisfaction, Clean Environment and alike. This will change the business models that companies use;
    • Price-based impact on consumption habits, e.g., price is cost of carbon in meat and diary products.
  • Education:
    • Public education for mindset transition through media and information which affects social awareness for the benefit of low-carbon alternatives, as well as ensure up-to date content provision;
    • Change the value system in education: school and educational curriculum review to introduce the values of environmental protection, social and personal sustainability, and provide inspirational examples of successful life not as for those who become “rich and famous” but of those who contribute to environment and society. This will both affect social awareness for the benefit of low-carbon alternatives and support change in consumption habits as well as encourage younger employees and women to get engaged with the low-carbon sector.
  • Investment:
    • Support transition with investment into infrastructure support (provide funding towards skills and training or R&D);
    • Provide re-training opportunities (through funding towards skills and training or R&D);
    • Invest into areas with high energy potential (e.g., off-shore wind, wave and tidal to get the locations attractive for families, and so workers, affecting the demographic factors).

2.2 Industry Leaders:

The tools that the industry has at its disposal are:

  • Lead by example: e.g., in renewable energy the leaders who can encourage the mindset transition are the large corporations such as Google, Apple and Facebook who are all in a race to operate on 100% renewable energy in their worldwide facilities [6] . This action is committing to investment in training and R&D, as well as technology adoption and fostering increased social awareness.
  • On-the-job training: education programmes at workplace to help to provide an adequately skilled workforce within their companies and in the wider industry. This directly relates to workers’ education and investment into skills and R&D.
  • Communication and collaboration with educational institutions and government to warn about the expected skills shortages and help train skilled employees ahead, which promotes better education and training, as well as provides clear information about the labour market to the students in schools and universities.
  • Adopt innovative business models driven by new technology and new values (e.g., social enterprises, environmentally-focused businesses, etc.).
  • Develop standards across industry: provide clear professional progression routes and job incentives, e.g., current lack of installers for heat pumps leads to plumbers with boiler installation experience being recruited for these jobs, yet these plumbers have to continue boiler maintenance to retain plumber licences.

2.3 Trade Unions:

The tools that the trade unions have at their disposal are:

  • Support career transitions:
    • Work with the management of the energy systems organisations to set transition targets and provide training for workers in transitioning to the new energy systems;
    • Work with the universities and other training organisations to develop training provision for workers in transitioning to the new energy systems;
  • Support quality assurance:
    • Lobby to accept standards and certification for new energy jobs (like heat pump installers);
    • De-risk hiring in new professions by ensuring employers are meeting their minimum obligations;
  • Hold Industry accountable:
    • by integrating the zero-carbon targets into the set of legal obligations for which the unions monitor breaches.

2.4 Others:

It should be noted that other stakeholders are also very influential, though are not discussed here due to space and time constraints. To name a few such stakeholders:

  • Individuals
  • Communities
    • Local Communities
    • Religious Groups
    • Youth Groups
    • Lobby Groups
  • Activists, etc

Question 3: What are the improvements that can be made to the skills system to overcome these challenges?

In a recent study [7]  we invited 34 researchers and practitioners from across the UK’s energy systems to discuss the current state of the skills gap with regards to the localised renewables-based energy systems in the UK. The participants talked about various examples of the current skills shortages, their causes and ways to observe and measure them. The results of the said study are presented in Table 1 below.

Table 1: Skills Shortages: Examples, Contributing Factors & Metrics (source [7])

Question 2 above already discusses what some key stakeholders can and should do to address the factors (as noted in Figure 1) underpinng skills shortages. There is no need to repeat all that has been note in response to Question 2, but only to highlight that the factors listed in Table 1 directly link up with the broader categories of factors noted in Figure 1. Thus, many of the factors noted in this table can also be addressed through tools discussed in Question 2.

Additionally, having carried out a mapping of stakeholders within the local energy systems [9], we identified the below 35 (non exhaustive) categories, all of which must be consulted when working towards a viable zero-carbon energy system provision. Thus, a solution that takes a whole systems perspective is unavoidable!

List of Stakeholder Categories to be considered in transition to clean energy systems (note, this is a non-exhaustive list):

  1. Building retrofitting
  2. Energy storage
  3. Transmission and Distribution
  4. Transport – EVs
  5. Transport – public
  6. Heating – heat pumps + geo-thermal
  7. Heating – solar thermal
  8. Heating – heat networks
  9. Heating – CHP
  10. Cooling – refrigeration
  11. Cooling – CCHP
  12. Biomass – waste to power
  13. Biomass – waste to heat
  14. Waste heat to power
  15. Wind energy
  16. Solar PV
  17. Marine energy
  18. Hydropower
  19. Hydrogen fuel and fuel cells
  20. Community energy
  21. Power plants
  22. Oil & gas
  23. Materials and components
  24. Financial services
  25. Reclamation, Reuse & Recycling (+ Waste management)
  26. Energy Efficiency
  27. Data Analytics & IoT
  28. Environmental Protection Groups
  29. Policy/Legal services
  30. Demand-side services
  31. Societal engagement & user behaviour
  32. Local government
  33. Government initiatives/departments
  34. Academia
  35. Non-academic training

 References

[1] Tim de Chant, data from Global Footprint Network. URL: https://www.footprintnetwork.org

[2] Airswift and Energy Jobline, “The Global Energy Talent Index Report 2019,” 2019.

[3] O. Striestska-Ilina, C. Hofmann, D. H. Mercedes, and J. Shinyoung, “Skills for Green Jobs: A Global View: Synthesis Report Based on 21 Country Studies,” International Labour Organization, 2011.

[4] A. France-Presse, “Extinction rebellion goes global in run-up to week of international civil disobedience,” The Guardian, 2018. [On- line]. Available: https://www.theguardian.com/world/2018/dec/30/paris-police-fire-tear-gas-yellow-vest-gilet-jaunes-protesters

[5] Ofgem, “FIT quarterly breakdown,” 2018. [Online]. Available: https://www.ofgem.gov.uk/environmental-programmes/fit/contacts-guidance-and-resources/public-reports-and-data-fit/feed-tariffs-quarterly-statistics#thumbchart-c4831688853446394-n91793

[6] A. Moodie, “Google, apple, facebook towards 100% renewable energy target,” The Guardian, 2016. [Online]. Available: https://www.theguardian.com/sustainable- business/2016/dec/06/google-renewable-energy-target-solar-wind-power

[7] Yael Zekaria, Ruzanna Chitchyan: Exploring Future Skills Shortage in the Transition to Localised and Low-Carbon Energy Systems. ICT4S 2019. URL: http://ceur-ws.org/Vol-2382/ICT4S2019_paper_34.pdf

[8] “Literature Review of Skill Shortage Assessment Models”, EnergyREV Project Report. Yael Zekaria, Ruzanna Chitchyan, Sept. 2019.

[9] “Report on Stakeholder Groups”, Yael Zekaria, Ruzanna Chitchyan, 9 July 2019

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This blog is written by Cabot Institute member Dr Ruzanna Chitchyan, at the University of Bristol. Ruzanna is a senior lecturer in Software Engineering and an EPSRC fellow on Living with Environmental Change. She works on software and requirements engineering for sustainability.

Decarbonising the UK rail network

Posted on by janet.crompton
Image source: Wikimedia Commons

Caboteer Dr Colin Nolden blogs on a recent All-Party Parliamentary Rail & Climate Change Groups meeting on ‘Decarbonising the UK rail network’.  The event was co-chaired by Martin Vickers MP and Daniel Zeichner MP. Speakers included:

  • Professor Jim Skea, CBE, Imperial College London
  • David Clarke, Technical Director, RIA
  • Anthony Perret, Head of Sustainable Development, RSSB
  • Helen McAllister, Head of Strategic Planning (Freight and National Passenger Operators), Network Rail

The meeting kicked off with a broad overview of the global decarbonisation challenge by Jim Skea. As former member of the UK’s Climate Change Committee and Co-chair of Working Group III of the Intergovernmental Panel on Climate Change, which oversaw the 1.5C report published in October 2018, as well member of the Scottish Just Transition Commissions, he emphasized that the net-zero target ‘is humongously challenging’. We need to recognise that all aspects of our land, economy and society require change, including lifestyles and behaviours. At the same time, the loophole of buying in permits to ‘offset’ decarbonisation in the UK net-zero target increases uncertainty as it is unclear what needs to be done territorially. The starting point for decarbonising mobility and many other sectors is nevertheless the decarbonisation of our electricity supply by 2030 as this allows the electrification of energy demand.

The recent International Energy Agency report on the ‘Future of Rail’ was mentioned. It suggests that the rail sector is one of the blindspots for decarbonisation although rail covers 8% of passenger transport, 7% of freight transport with only 2% of transport energy demand. The report concludes that a modal shift and sustainable electrification are necessary to decarbonise transport.

David Clarke pointed towards the difficulties encountered in the electrification of the Great Western line to Bristol and beyond to Cardiff but stressed that this was not a good measure for future electrification endeavours. Electrification was approached to ambitiously in 2009 following the 20-year electrification hiatus. Novel technology and deadlines with fixed time scales implied higher costs on the Great Western line. Current electrification phases such as the Bristol-Cardiff stretch, on the other hand, are being developed within the cost envelope. A problem now lies in the lack of further planned electrifications as there is a danger of demobilising relevant teams. Such a hiatus could once again lead to teething problems when electrification will be prioritised again. Bimodal trains that have accompanied electrification on the Great Western line will continue to play an important role in ongoing electrification as they allow at least part of the journeys to be completed free of fossil fuels.

Anthony Perret mentioned the RSSBs role in the ongoing development of a rail system decarbonisation strategy. The ‘what’ report was published in January 2019 and the ‘how’ report is still being drafted. Given that 70% of journeys and 80% of passenger kilometres are already electrified he suggested that new technology combinations such as hydrogen and battery will need to be tested to fill the gap where electrification is not economically viable. Hydrogen is likely to be a solution for longer distances and higher speeds while batteries are more likely to be suitable for discontinuous electrification such as the ‘bridging’ of bridges and tunnels. Freight transport’s 25,000V requirement currently implies either diesel or electrification to provide the necessary power. Anthony finished with a word of caution regarding rail governance complexities. Rail system governance needs an overhaul if it is not to hinder decarbonisation.

Helen McAllister is engaged in a task force to establish what funding needs to be made available for deliverable, affordable and efficient solutions. Particular interest lies on the ‘middle’ where full electrification is not economically viable but where promising combinations of technologies that Anthony mentioned might provide appropriate solutions. This is where emphasis on innovation will be placed and economic cases are sought. This is particularly relevant to the Riding Sunbeams project I am involved with as discontinuous and innovative electrification is one of the avenues we are pursuing. However, Helen highlighted failure of current analytical tools to take carbon emissions into account. The ‘Green Book’ requires revision to place more emphasis on environmental outcomes and to specify the ‘bang for your buck’ in terms of carbon to make it a driving factor in decision-making. At the same time, she suggested that busy commuter lines that are the obvious choice for electrification are also likely to score highest on decarbonisation.

David pointed out that despite ambitious targets in place, new diesel rolling stock that was ordered before decarbonisation took priority will only be put in service in 2020 and will in all likelihood continue running until 2050. This is an indication of the lock-in associated with durable rail assets that Jim Skea also strongly emphasized as a challenge to overcome. Transport for Wales, on the other hand, are already looking into progressive decarbonisation options, which include Riding Sunbeams, along with four other progressive decarbonisation projects currently being implemented. Helen agreed that diesel will continue to have a role to play but that franchise specification for rolling stock regarding passenger rail and commercial specification regarding freight rail can help move the retirement date forward.

Comments and questions from the audience suggest that the decarbonisation challenge is galvanising the industry with both rolling stock companies and manufacturers putting their weight behind progressive solutions. Ultimately, more capacity for rail is required to enable modal shift towards sustainable rail transport. In this context, Helen stressed the need to apply the same net-zero criteria across all industries to ensure that all sectors engage in the same challenge, ranging from aviation to railways. Leo Murray from Riding Sunbeams asked whether unelectrified railway lines into remote areas such as the Scottish Highlands, Mid-Wales and Cornwall could be electrified with overhead electricity transmission lines to transmit the power from such remote areas to urban centres with rail electrification as a by-product. Chair Danial Zeichner pointed towards a project that seeks to connect Calais and Folkstone with a thick DC cable through the channel tunnel and this is something we will follow up with some of the speakers.

In conclusion, Anthony pointed towards the Rail Carbon Tool which will help measure capital carbon involved in all projects above a certain size from January 2020 onwards as a step in the right direction. David pointed toward increasing collaboration with the advanced propulsion centre at Cranfield University to cross-fertilise innovative solutions across different mobility sectors.
Overall it was an intense yet enjoyable hour in a sticky room packed full of sustainable rail enthusiasts. Although this might evoke images of grey hair, ill-fitting suits and the odd trainspotting binoculars it was refreshing to see so many ideas and enthusiasm brought to fore by a topic as mundane as ‘decarbonising the UK rail network’.

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This blog is written by Dr Colin Nolden, Vice-Chancellor’s Fellow, University of Bristol Law School and Cabot Institute for the Environment.

Colin is currently leading a new Cabot Institute Masters by Research project on a new energy system architecture. This project will involve close engagement with community energy organizations to assess technological and business model feasibility. Sound up your street? Find out more about this masters on our website.

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