Interesting Facts
The leaves of the Victorian water lily are sometimes over six feet in diameter. (Source: www.angelfire.com)
 
 
Business Log In
User Name Password
 
 
 
News > Home
'We don't want to be just a coal mine for China'

Australia's new minority government must balance the economic benefits of a booming coal industry with an electorate calling for climate action

West of Australia's Great Dividing Range, a cluster of giant black gashes marks one of the country's biggest coal mines. Latrobe valley's pits and power plants provide 85% of the electricity used by the 5 million residents of the state of Victoria.

They are a source of pride at the local exhibition centre, where guides claim their seam is the basis for the long-term prosperity of the region. "We've got enough coal in this valley for 500 years and there's more elsewhere. Australia is one giant pit," says Ian Southall, manager of the centre.

But Latrobe will also soon be the focus of a protest by environmentalists, who want Australia to end its dependency on mining, commodity exports and coal power by moving more emphatically towards renewable energy.

The sharply different perspectives at Latrobe are also evident at a national level, where the mining industry and the environmental movement have emerged as unusually prominent and divisive political forces.

In last month's general election, Queensland and New South Wales – two giant rural states that are increasingly wealthy thanks to mining – swung sharply to the right, while the inner city of Melbourne shifted emphatically in the opposite direction towards the Greens.

The lobbying might of the mining industry has always been great, but its influence – and confidence – appear to have swollen with its growing economic clout. But there are doubts among analysts and political opponents that the miners' short-term benefits are in line with the country's long term interests.

Currently, the industry is in the midst of a boom. Thanks to commodity demand from China and other developing nations, Kieran Davies, the chief economist at RBS Australia, says Australia's two key exports – coal and iron ore – now account for 7.5% of gross domestic product. This has almost cleared the country's trade deficit and enabled Australia to sprint out of the global downturn with an economy that could soon grow at the astonishing annual rate of about 10%.

"This highlights how closely our fortunes have become aligned with China's," Davies recently wrote in the Australian Financial Review. "Commodity demand from Asia has held up even as the US has faded, which suggests that the big challenge for Australian policy makers is how best to manage the huge surge in income that has started to course through the economy."

That task has proved politically toxic. This summer, Labor prime minister Kevin Rudd was driven from power when he tried to impose a 40% tax on super-profits made by the mining industry to fund long-term infrastructure investment. Commodity conglomerates tilted him out of office with a lavishly funded publicity campaign that claimed he was threatening Australia's prosperity.

It was not entirely a coup by the mining lobby. Rudd was already unpopular among colleagues and had lost credibility with the electorate for buckling on carbon trading legislation despite earlier claiming that climate change was "the great moral issue of our time."

But the spectacularly sudden unseating of a prime minister underscored the influence of the minerals industry. Rudd's replacement, Julia Gillard, has softened the super-tax plan.

The question of how to balance the here-now, gone-tomorrow gains from mining with the long-term goals of a sustainable economy and climate stability refuses to go away. Nationalists are concerned that Chinese firms are increasingly buying not just coal, but collieries as well. Environmentalists are ashamed that Australia has one of the world's highest per capita emissions of greenhouse gases.

The success of the Greens, which affirmed its position as the undisputed third party in last month's election, is likely to push the transition issue further to the fore.

"We must make a discussion as a nation. Do we want to be just a quarry for China?" asked Richard Di Natale, a newly elected Greens senator. "That would be risky and unbalanced. Renewables can provide jobs and help us manage the transition to a low-carbon economy." At Latrobe valley, perceptions are different. A promotional video at the centre shows the plant's plans to reduce emissions through carbon capture and storage and by drying the brown coal and compressing it into coal pellets for export.

Centre manager Southall sees this technology as the future. "We recognise that wind and solar are playing a growing role, but brown coal remains the basis of prosperity. The green movement don't buy that. It's very divisive. I wish they would get on board."

Others are quietly trying to pioneer a transition at grassroots level. Not far from the mining machines and smoke stacks, a co-operative of union activists is working with local government, farmers and workers to establish a factory that makes solar water heaters, which would be funded with pension funds and state incentives for renewable power. Their aim is to provide jobs for former mine workers, reduce energy costs and cut emissions.

The founder of the co-operative venture, Dave Kerin, said it was necessary to find an alternative way to address the climate crisis because political methods weren't working. "This election led to a really creative confusion," said Kerin. "Our nation is based on consumption. But that is based on an illusion. Everything's been thrown into the air."

Even so, there was predictably little support for the Greens in Latrobe valley. "The so-called Greens are all from the city. They don't know anything about living in a real green environment. They just talk and then go home and switch on their air conditioners," said Trevor Wallace, manager of a chainsaw and tractor shop.

But he acknowledged that other parts of Australia also changed as they became more dependent on mining. "Whoever leads the next government, it is going to be hard to ensure stability. Some rifts take time to heal."

• To order Jonathan Watts' book, When a Billion Chinese Jump, for £9.99 (RRP £14.99) call 0845 606 4232 or visit guardianbooks.co.uk.


guardian.co.uk © Guardian News & Media Limited 2010 | Use of this content is subject to our Terms & Conditions | More Feeds

 
 
Test-driving the plug-in Prius

The plug-in Prius makes local journeys uber-green and ultra-cheap, and the only real drawback is boot space

Green cars are going to be bigger than renewable energy, we heard yesterday. HSBC reckons 8.65m electric vehicles and 9.23m plug-in and hybrid electric vehicles will be sold globally in 2020, up from around 5,000 and 657,000 respectively last year.

But what are these cars actually like to live with? Recently I borrowed Toyota's latest Prius, a plug-in hybrid electric vehicle (PHEV), to find out.

It's effectively a normal hybrid car – ie it runs on both a petrol engine and electric motor – but as the name suggests, has a plug so you can charge it from the mains too. The bonus is that the plug-in can go for nearly 13 miles on electric-only, far more than the one mile of electric-only the normal Prius manages.

In other words, you can do most of your local journeys in a fashion that's uber-green – and ultra-cheap. And you don't suffer from the "range anxiety" that besets electric cars, most of which, even the fancy new Nissan Leaf, manage no more than 100 miles on one charge. A Ford Focus manages around 370 miles on a tank of petrol.

Government studies suggest electric cars have 40% lower carbon emissions than petrol ones, even with UK's fossil fuel-heavy electricity generation. And at 2p per mile when powered by electricity, versus around 14p per mile for petrol, you can see how driving all your local trips on electric-only could be cheap too.

Driving the plug-in Prius is incredibly similar to the normal Prius, albeit a little slower to accelerate. It's smooth, quiet, comfy. The only bad bit is the boot, which is noticeably smaller than the normal Prius, due to the raised floor that accommodates the battery – which might put off families .

In London, I dropped some friends off, delivered a parcel and ran some errands on electric-only mode before driving the car off to Oxfordshire – at which point the petrol engine and hybrid battery kicked in automatically. On my return journey I popped into the colossal Westfield shopping centre in West London which with 30 electric car charging points is second in the UK only to the 100 at the Highcross Centre in Leicester.


Plugged in via the leads in the boot (see the video below), the electric battery was topped up for free in an hour and a half. While Westfield's developers deserve credit for installing the points in the first place, they also warrant a raspberry for allowing any car to take the charging spaces – they're not reserved for electric vehicles.

And here lies the only real drawback to PHEVs: there are not enough places to charge them, even in the urban areas where they're best-suited. Home-charging, in particular, is tricky in cities because of the lack of driveways and garages. Of course, because you have petrol as a backup, you don't have to panic about recharging as you would with a 100% electric vehicle. But by not being able to charge out and about, you lose the unique environmental and financial benefits.

There are plans to fix this roadblock. The government's 'plugged-in places' scheme is meant to install thousands of points across the UK, but it won't be confirmed (or cut) until the government publishes its comprehensive spending review on 20 October. Rumblings suggest it'll survive the axe.

Nevertheless, the Royal Academy of Engineering thinks plug-ins are a likely short-term alternative to the problems faced by fully electric cars. I'm in agreement – provided the car-makers sort out the boot space and the car park owners keep the sockets free.


guardian.co.uk © Guardian News & Media Limited 2010 | Use of this content is subject to our Terms & Conditions | More Feeds

 
 
The ethical way to dispose of your bike

It's time for an upgrade. But that's no reason why your current machine, however ancient, should become landfill

So you've reached that stage of your cycling career – you've had your perhaps very elderly bike for long enough that it's time for an upgrade. But what to do with the original?

A Dutch friend of mine, with three bikes in his basement, told me that all true Dutch people own a similar number of the machines. But that doesn't always work in the UK. Without a basement to inhabit, my bike lives in a small, shared hallway with two others belonging to neighbours, as well as a pram, and a tricycle.

Much as I'd like a bike to lend to guests, or a super lightweight model for longer distances, multiple bikes is not an option for me. If I upgrade I'm going to need to find a new home for my trusty steed – and that's where bike recycling comes in.

As our interactive map shows, up and down the country there are scores of non-profit and voluntary groups which will take your old bike off your hands and find it a loving new home. It can be put to all manner of worthy uses, thus assuaging your guilt about the don't-tell-my-partner-how-much-this-really-cost upgrade.

These include Projects like OWL bikes in Cambridgeshire, which saves bikes from landfill and uses them as a basis for vocational training for adults with learning disabilities, then offering the refurbished cycles for sale.

There's also the Glasgow mental health-cum-bike recycling charity Commonwheel, which runs refurbishment workshops for people suffering from mental illnesses.

Then you have the Oxford Cycle Workshop, which was established in 2001 as a workers' cooperative, and has since saved more than 1,000 bikes from landfill, whilst offering workshop training for young people.

Meanwhile Re-Cycle has shipped almost 35,000 bikes to Africa since 1998. They are based in Colchester but have collection points at other locations.

The good folk of the Isle of Wight alone have collected 1,000 bikes on behalf of Re-Cycle – so many that the island's bus company had to step in and help out with collection and storage. Unwanted bikes can now be handed in to Newport bus station, although you'd best phone first to check. For contact details see our interactive map.

Do you know of any bike recycling projects that aren't listed on our map? If so please tell us and we'll try to add them.


guardian.co.uk © Guardian News & Media Limited 2010 | Use of this content is subject to our Terms & Conditions | More Feeds

 
 
Orphaned chimpanzees in the Congo

A new 'wave of killing' of chimpanzees for bushmeat has resulted in huge numbers of orphans


 
 
The destruction of Canada's boreal forest

Tarnished Earth is a dramatic street gallery of photographs telling the story of the destruction of Canada's boreal forest in the rush to extract oil from the tar sands just below its surface


 
 
 
01743 343403
 
Enviro Diary 2010

We have a few A4 size 2010 Diaries left and these are now at a reduced rate of £5 per diary plus p&p, if you're interested please email zah@e4environment.co.uk or telephone 01743 343403.

For more information about the diary click here.

Diary 2010 - SALE