Submission to Climate Change Bill 2020

To the House Standing Committee on the Energy and Environment regarding the Climate Change (National Framework for Adaptation and Mitigation) Bill 2020 and Climate Change (National Framework for Adaptation and Mitigation) (Consequential and Transitional Provisions) Bill 2020

Via email: Environment.Reps@aph.gov.au. 

 

Dear Committee Secretariat,

I am a resident of Surrey Hills in Melbourne. We renovated our house in 2001 to improve its energy efficiency and we added solar panels and a battery system. I feel very strongly that climate change must be tackled as the primary threat confronting our country and a safe climate across Earth.

The Climate Change 2020 Bill put forward by Zali Steggall is a genuine attempt to break the political deadlock that has thwarted meaningful action to tackle climate change in Australia across 3 decades.

The Bill is an authentic proposal to build a legal and policy framework for national action on climate and energy policy.

 

The bill proposes to legislate a national net zero emissions target by 2050 and set five yearly emissions budgets and emissions reduction plans, consistent with limiting global warming to well below 2 degrees and pursuing efforts to limit warming to 1.5 degrees Celsius.

I consider this to be bare minimum policy settings for establishing a safe climate. I consider that a target for net zero emissions by 2030 would be more likely to secure a safe climate.

The guiding principles for decision makers in the Bill will ensure decisions are efficient, effective and equitable, informed, risk-based and integrated and fiscally responsible.

In addition, provision is made in the Bill for fair employment transition for workers, industries or regions affected, community engagement and self-determination, and national and international cooperation.

I support this Bill for the following reasons:

• Reducing carbon emissions is vital for restoring a safe climate. Setting a target for net zero emissions and progressive targets to achieve this is essential.
• The increasing frequency and severity of extreme weather events including bushfires, floods, cyclones and droughts, is having a major negative impact on Australia and elsewhere.
• There are opportunities to develop new technologies in energy efficient, electric vehicles and renewable energy and to provide employment opportunities in a new clean energy economy.
• Informed decision-making based on science will provide the best policy and programs for achieving a safe climate.
• Community consultation and engagement is essential for involving all Australians in the roadmap and actions towards net zero emissions.
• International cooperation is necessary to ensure there is consistent and effective global action on climate change.
• Development and implementation of emission reduction plans is essential.
• The Climate Change Commission in the Bill will provide appropriate oversight and information and advice on climate action and emission reductions.
• Establishment of a Parliamentary Joint Committee on Climate Adaptation and Mitigation will provide oversight and information on adaptation and mitigation measures.

I respectfully request that the Climate Change (National Framework for Adaptation and Mitigation) Bill 2020 be endorsed by the Australian Parliament.


Yours sincerely,



Peter Campbell

<Name and address supplied>

Links

• Climate Change (National Framework for Adaptation and Mitigation) Bill 2020 and Climate Change (National Framework for Adaptation and Mitigation) (Consequential and Transitional Provisions) Bill 2020 – Parliament of Australia 
• Making a submission to a Committee inquiry – Parliament of Australia 

Submission to RET Review - retain RET and don't burn native forests for fuel

13 May 2014

Via https://retreview.dpmc.gov.au/online-submissions

This is my brief submission to the Renewable Energy Target review that you are conducting.
The whole purpose of the Renewable Energy Target (RET) is to address climate change and reduce carbon pollution by bringing more renewable energy into our electricity supply in a gradual and predictable fashion that encourages investment.

The Coalition has promised at the two most recent Australian elections to retain the target. I expect the Government to honour all its climate promises.

I would like the target of 41,000 gigawatt hours of renewable energy by 2020 retained, or preferably be increased to 60,000 gigawatt hours, so that we can move faster to address climate change.
I understand that the present target is costing the average household about an extra dollar a week for electricity.  I am more than happy to pay this small charge to clean up our power generation and reduce carbon pollution.

Native forest wood products must not be classified as an eligible renewable energy source as there are significant net total carbon emissions resulting from logging native forests.  Forest destroyed by logging is not “waste”.  The natural value of forests, their biodiversity, the water they produce and the carbon they store is far more valuable than woodchips and the small proportion of sawn timber produced by logging them.

Burning logging residues resulting from logging native forests will increase carbon emissions and further encourage ongoing logging, destruction and degradation of Australia’s native forests, some of which have been found to be the most carbon-dense in the world.

Peter Campbell
Surrey Hills, Victoria

Submission: Amendments to the Racial Discrimination Act 1975

Human Rights Policy Branch
Attorney-General's Department
3–5 National Circuit
BARTON ACT 2600
via email

Dear Sir/Madam,

I strongly opposed the proposed amendments to section 18C the Racial Discrimination Act 1975.

The safeguards provided by the Racial Discrimination Act have been in place for almost 20 years, including during the 11 years of the Howard government, giving targets of hate speech a peaceful and legal avenue of redress.

These laws have helped resolve hundreds of cases that would otherwise have been left to fester and to degrade social cohesion.

These laws protect all Australians against racial vilification, not only minority groups, and are one of the few inhibitors we possess against the racism which underpins many overseas conflicts.

I believe that the proposed changes, if passed, will send a dangerous signal that hate speech is sanctioned as a form of freedom of speech, that bigotry has a place in our society.

I do not believe that it is OK in our society to behave or speak like a bigot.

The proposed amendments will encourage those so inclined to take bigotry into the public domain. Even in situations of unambiguous abuse, the victim will be required to prove that the abuse may incite a third party to racial hatred – an extremely difficult test to satisfy.

Those who bring diversity to our country will be more susceptible to racist taunts aimed at their culture, their tradition, their faith, their skin colour. They will be rendered vulnerable to hate speech.  Their protection against this will be compromised.

Our government has a duty to make racism socially unacceptable and to provide the targets of racism with a legal course of action. The proposed changes will take our society in the opposite direction.

I along with over 200 ethnic communities across Australia, including indigenous Australians, oppose the proposed amendments.

I urge the Federal Government to withdraw its Exposure Draft of the Freedom of Speech (Repeal of Section 18C) Bill 2014.

Peter Campbell

Information on how to make a submission via mail or email is available here

My presentation to the East West Link LMA Assessment Panel

 I delivered a personal presentation to the East West Link LMA Assessment Panel on Thursday 10 April 2014.  Here it is.  You also download it here [PDF]

Supplementary Submission to Comprehensive Impact Statement – East West Link Assessment Committee

Peter Campbell

10/4/14

I cycled along the Eastern Freeway in 1975 before it was opened to traffic from Thomsons Road Bulleen to Alexandra Parade. I recollect this took about 20 minutes, about half the time compared to busy road routes such as High Street Kew.  This highlights how effective cycling can be as a transport mode if safe and convenient cycling infrastructure is available.

The natural course of Koonung Creek, where I often played as a boy, was lost when the freeway was extended over it from Thompsons Road to Doncaster Road.

At the time the freeway was further extended from Doncaster Road to Springvale Road, VicRoads announced they would downgrade the shared bicycle and pedestrian path they had committed to build.  I wrote to the then Minister for Transport and to Garry Liddle, the Eastern Freeway Project manager (now Chief Executive of VicRoads).

Garry Liddle assured me at the time that the Eastern Freeway would:

·         Reduce the amount of traffic on Doncaster Road and other local roads.

·         Not increase the total number of cars used for transport as they would simply shift to the freeway

·         Result in reduced air pollution as car engines on the freeway would be operating at their most optimum level with all vehicles all travelling at around 80km/h

It was quite obvious to me that most of these claims were patently false both then and now.  Doncaster Road may be less busy, but the total number of cars using the freeway has increased greatly. Cars are now often banked up in stop–start traffic back to Tram Road and beyond.

This highlights the myths that are used to falsely and fraudulently justify freeway projects.

For the East West Link, two major myths among many are that 1) it will reduce traffic congestion on Hoddle St (more cars clearly means more congestion) and 2) that it will reduce commute times for those travelling by car from and to outer eastern and south-eastern suburbs.  Chronic congestion on City Link and the Monash Freeway provide clear evidence to the contrary.

In addition, cities such as Los Angeles that have very extensive multilane freeway networks suffer long periods every day when chronic traffic congestion slows them to a crawl. I have personally experienced this.  When operating “normally” these same freeways are also daunting to use due to very fast traffic and multiple required lane changes and confusing interchanges.   The risk and occurrence of serious collisions is very high.

I note that the current plans for the East West Link are highly likely to stop the possible construction of the Doncaster Rail Line due to use of land for the Hoddle Street Interchange and the addition of two extra freeway lanes from Tram Road into Alexandra Parade.

8:05am: Traffic at a standstill on the Monash Freeway
John Karim @SuperFunFunJon
Over 1 hour from Sth Gippy Hwy to Springvale Rd on Monash! At a stand still COME ON!! @mmmhotbreakfast
7:56 AM - 9 Apr 2014

The Age. 9/4/14 7:22am: There's been a crash now in Hawthorn on Auburn Road near Burwood Road. And a reminder Williams Road is likely to remain closed until 9am

Melbourne's wet-weather traffic chaos
http://www.theage.com.au/victoria/melbournes-wetweather-traffic-chaos-20140409-36byv.html
Melburnians heading to work are facing traffic chaos as wet-weather accidents cause road closures and blockages around the city. An early-morning accident involving a reportedly drunk P-plate driver smashing into a power pole on Williams Road, Toorak, has resulted in the road's closure for most of the day

Embarcadero Freeway, San Francisco http://bit.ly/1lPXSaY
A massive, stacked freeway (Route 480) ran right along what is now one of the most scenic views of the bay. The freeway was considered for removal since the early 1980s. Demolition began in 1991 after earthquake damage. The result was a triumph for downtown San Francisco, providing miles of public space, walking and bike paths, plus new transit routes where the double-decker freeway once was. The city helped prove that freeway removal was not only possible but could be an economic boon.

Embarcadero Freeway before

Embarcadero after

The last significant passenger rail line was the Glen Waverley Line, built in Melbourne in 1932. Since then hundreds of kilometres of freeway and tollway projects have been built, including:

• South Eastern Freeway (also widened as part of City Link)
• Monash Freeway (also widened as part of City Link)
• Tullamarine Freeway (also widened as part of City Link)
• Geelong Freeway
• Calder Freeway
• Eastern Freeway, Pennisula Link, East Link etc.

Summary

• The LNP Coalition Government has no political mandate for construction of the East West Tunnel Tollway – it was not part of their election policy platform (but Doncaster and Airport rail studies were)
• I consider that there has been no proper assessment of effective transport options for Melbourne’s entire transport needs over the coming decades.
• Around the world, major public transport projects are providing excellent transport solutions, such as the Delhi, Rome, Los Angeles, Washington and Los Angeles Metros
• Cities that have invested in safe separated cycling infrastructure are seeing significant benefits and increased cycling. Notable examples include Paris, London, Copenhagen, Amsterdam,  Barecelona, Basel, Porland, Montreal and Bogota.  Good cycling infrastructure could be provided at a fraction of cost of the East West Tollway Tunnel.
• The East West Tollway tunnel will simply not provide the benefits claimed, it will divide communities, and it will further encourage car usage and therefore ongoing congestion.  Freeways and tollways cannot and do not provide an effective mass transit system.
• Instead, Melbourne needs a real Metro rail system, Doncaster, Rowville and Airport rail lines, and a safe separated cycling network. 

Marriage equality is a basic human right

This is my submission to the parliamentary inquiry into marriage equality.  You can access their online survey from [here]. Submissions close 20 April 2012

===============

Marriage equality is a basic human right.  Discrimination against same sex couples should end. Same sex marriages should be allowed and have the same status as opposite sec marriages.

It is important to create the opportunity for marriage equality for people regardless of their sex, sexual orientation or gender identity.

Discrimination against people on the basis of their sex, sexual orientation or gender identity should be remove from the Marriage Act 1961.  Freedom of sexual orientation and gender identity are fundamental human rights.

External links

• Inquiry into the Marriage Equality Amendment Bill 2012 and the Marriage Amendment Bill 2012, House of Representatives Committees – Parliament of Australia:

Submission on the proposed Basin Plan

TO: Murray Darling Basin Authority
DATE: 6 December 2011

TO WHOM IT MAY CONCERN

I have visited the Murray Darling basin on many occasions, from the headwaters of the Murray River at Cowambat Flat all the way to the lower lakes of the Murray mouth and the Coorong.

The river system is remarkable. Its natural systems are unique in Australia and irreplaceable.

It has been obvious for decades that too much water was being drawn from the system, mainly for agricultural use. I studied Agricultural Science at Latrobe university, during which I learnt that much of the irrigation infrastructure was very wasteful of water, including open channels, flood irrigation of dairy pastures, sprinkler irrigation systems and even rice cultivation.

South Australia has born the brunt of the problems with drastic depletion of the river flow in its lower reaches and serious pollution of the water by heavy salt burdens and agricultural chemicals. Adelaide still sources the majority of its drinking wate from the Murray River.

The drastic impacts on the lower Murray, its lakes and the Coorong during the recent 10 year drought were unacceptable. Some lakes drained, exposed soils became acidified and toxic, and sea water threatened to invade the freshwater system and severly impact its freshwater ecosystem.

Regular flushing of the river system - as used to happen during regular floods - is essential for its health.

Appropriate regular ecological flows are essential for preserving the integrity and life of the Murray Darling system. I understand that scientists have recommended a minimum of 4000 gigalitres.

Reducing ecological flows in response to political campaigns and pressure from industries that continue to demand unsustainable quantities of water from the system will damage and even kill the system. When this happens, the industries will be forced to reduce their water use - they cannot use water that is not there.

The 2750GL now recommended by the Authority is not enough to save the system.

In addition, the doubling of extraction from groundwater resources is also likely to deplete aquifers.

The low environmental water flow and more extraction of groundwater will put ecosystems, communities and industries at risk.

The Plan must halt the decline of waterbirds, fish, red gums, flora and fauna, reduce blue-green algae outbreaks and improve water quality. A minimum of 4000 gigalitres is necessary to achieve this.

Peter Campbell

Information about how to make a submission is here: Murray-Darling Basin Authority

Submission on National Heritage Listing of the Tarkine

Peter Campbell
Address supplied

Australian Heritage Council
GPO Box 787
CANBERRA ACT 2601

Via email: ahc@environment.gov.au

5th March 2010

Public comment submission on: National Heritage Listing of the Tarkine, north west Tasmania.

I am writing to support the recent Emergency National Heritage Listing of the Tarkine.  I have visited the area and was greatly impressed by its cultural and natural values.  I firmly believe these values justify a National Heritage listing.

The natural and cultural values of the Tarkine I think are particularly important and well recognised include;

• One of the richest archaeological sites in Tasmania with the diversity and density of Aboriginal sites ranking it among "the world's greatest archaeological sites''.  There are hut site remains, pebble causeways, numerous extensive middens and petroglyphs
• The largest single tract of rainforest in Australia, and the largest Wilderness dominated by rainforest in Australia with over 190,000 ha of rainforest in total
• The northern limit of Huon Pine
• A high diversity of wet tall eucalypt forests including large, contiguous areas of Eucalyptus obliqua
• A great diversity of other vegetation communities, such as dry sclerophyll forest and woodland, buttongrass moorland, sandy littoral communities, wetlands, grassland, dry coastal vegetation and sphagnum communities
• A high diversity of non-vascular plants (mosses, liverworts and lichens) including at least 151 species of liverworts and 92 species of mosses
• A diverse vertebrate fauna including 28 terrestrial mammals, 111 land and freshwater birds, 11 reptiles, 8 frogs and 13 freshwater fish
• Over 50 rare, threatened and endangered species of flora and fauna, including the Tasmanian Wedge Tailed Eagle and Giant Freshwater Crayfish
• A complex and diverse invertebrate fauna, including; at least 16 species found nowhere else, the largest freshwater invertebrate on earth (Astacopsis gouldi) and one of the richest amphipod (a type of small crustacean) fauna diversities in the world
• Globally unique magnesite karst systems in the Lyons/Keith/Arthur River areas and at Main Rivulet/ Bowry Creek area
• Excellent examples of joint controlled drainage features (e.g. Huskisson syncline, Meredith Range, Rapid River)
• Significant coastal features such as the Sandy Cape dune field, which are among the largest in Australia, and the Arthur River estuary (probably the best example of a large river estuary in good condition in Tasmania)
• Dolomite karst systems in the Trowutta/Sumac/Black River region and Karst landforms in the 'Ahrberg' group (Donaldson and Upper Rapid rivers)
• The largest basalt plateau in Tasmania retaining its original vegetation
• Other geomorphic features such as the Bulgobac glacial end moraine and fossil sites at Marionoak and Hatfield River
• Large areas of high quality wilderness centred on the Meredith Range and the Sumac region and three separate areas (Norfolk Range, Mt Bertha/Donaldson River and Savage/Keith River) which abut each other, creating a continuous stretch of wilderness covering much of the proposed National Heritage Area;
• Areas of high quality scenic value such as; Australia's largest tract of rainforest, the Meredith Range, the Norfolk Range and the coastline

The Tarkine contains a wide diversity of values.  It is a significant area that contains a large proportion of true wilderness.

I commend it’s listing to the members of the Australian Heritage Council, and encourage you to recommend it’s permanent inclusion on the National Heritage List.

I believe World Heritage listing should also be considered for this unique and precious region.

Signed,
Peter Campbell

Submission to the Victorian Government’s “A Climate of Opportunity” Summit Paper

To: Climate Change Summit

Office of Climate Change
Department of Premier and Cabinet
1 Treasury Place
Melbourne Victoria 3000

From: Peter Campbell

To whom it may concern, I make the following submission to regarding the Victorian Government’s “A Climate of Opportunity” Summit Paper.

Background to climate change

Australia’s environment and economy is at great risk due to climate change. In particular, reduced rainfall levels and water supplies and sea level rises are very serious concerns.
Most of rural Victoria has severally depleted water supplies, and Melbourne itself has greatly reduced supplies with water storages at very low levels compared to previous years.
Hotter temperatures have also increased the incidence and severity of bushfires, which in turn can affect water supplies and rural production.

Setting goals for emissions reduction and target temperatures

The Victorian Government should specify goal of its climate change policy in the Green paper in terms of emissions reduction and target temperatures for stabilisation. The goal of climate change policy should be defined as avoiding dangerous climate change and returning to a safe climate.

Recently emerging scientific literature indicates that a 450 ppm CO2-e target is now inadequate to avoid dangerous climate change. A revised target for stabilisation should be set at 350 ppm CO2-e.

A maximum target temperate increase limit should be specified as 2 degrees Celsius, and the desirable maximum increase to be 1.5 degrees Celsius.

Setting targets for emissions reduction

The Green Paper should recommend targets for Victoria’s contribution towards avoiding dangerous climate change. The latest climate science indicates that these targets should be:

• Ensure that greenhouse emissions commence falling by 2010
• A legislated target to cut emissions by 60% by 2020 from 1990 levels, and that this be reviewed periodically to ensure it is consistent with the science

Encouraging new zero carbon emission industries

The Victorian Government has a good opportunity to attract zero and low carbon industries through policy mechanisms that drive uptake and deployment of clean and low carbon industries in Victoria. This will require additional mechanisms to supplement the existing Renewable Energy Target (VRET) and the upcoming Emissions Trading Scheme (CPRS). The Victorian Government should develop a ‘Green Industries’ strategy that identifies target industries for establishment and development in Victoria and also identifies the necessary policy support and workforce skill-base to attract these zero emissions clean energy industries to Victoria. A ‘Green Energy Institute’ should be established to focus on, promote and facilitate these opportunities.

Ensuring the effectiveness of emissions trading

Public money should not be preferentially allocated to ongoing subsidies for fossil fuel energy industries. Exemptions from and compensation for the emissions trading scheme should not be granted to fossil fuel energy industries as this will distort and compromise the effectiveness of the scheme.

Establishing energy policies to complement emissions trading

The following policies to should be set to complement emissions trading:

• Effective renewable energy targets
• Effective feed-in tariffs
• Stringent energy efficiency standards and planning controls
• Strong residential and commercial building standards
• Vehicle fuel efficiency standards
• Reduced number of freight trips through improved efficiency and a shift to rail, and public transport investment will all be needed to complement emissions trading and reduce emissions.

Improved building regulations

The Victorian Government should develop a clear policy agenda to dramatically improve the energy and water efficiency of Victoria’s entire existing and future building stock. This will:

• Require regulations and programs that will cover new and existing buildings of all types
• Mandate 7 star efficiency for new residential and commercial buildings
• Require regulations for fittings and appliances used within these buildings
• Apply to both rental and freehold properties.
• Require mandatory disclosure and performance standards for energy and water efficiency could be applied to all types of buildings at the point of sale or leasing.

Immediate emission reduction initiatives

To achieve a decrease in emission reductions from 2010 onwards, the Victorian government should introduce:

• Mandatory capture of methane gas from Victorian landfills
• An effective solar feed-in tariff (60 c/KWh paid on gross generation)
• New energy efficiency targets for the commercial and industrial sectors preferably matching the household target of 10% emissions reductions by 2010).

Biodiversity conservation and catchment protection

In developing complementary measures for the agriculture, land use and forestry sectors, priority should be given to measures which have additional environmental benefits like biodiversity conservation or catchment protection.

A moratorium on new coal fired power stations

New coal fired power stations will increase carbon emissions significantly, therefore a 10 year moratorium on there construction is required, until near zero emissions technology is available for them.

Support for near zero emissions energy production

The Victorian Government should provide additional support and measures to provide adequate incentive for new generation to replace conventional brown coal generation such as additional support for gas or renewable energy projects that directly substitute for coal-fired generation.

Removal of subsidies for fossil fuel use

The Victorian Government should complete an inventory of State and Federal subsidies that exist for fossil fuel use and immediately remove State subsidies for fossil fuel use and redirect this public spending towards emissions reductions and adaptation programs.

Include transport in emissions trading and increase investment in public transport

The Victorian Government should support the inclusion of the transport sector in an emissions trading scheme, and should also greatly increase its investment in public transport. In particular, the rail public transport system needs to be extended to new and outer suburbs which have poor services.

Limiting public transport fare prices rises to less than CPI price increases would reduce the impact of rising fuel prices on households though may not assist households in areas that are not well serviced by public transport.

Cycling and walking infrastructure will also need significant investment. Commuter quality safe cycle routes are urgently required across Melbourne to facilitate the uptake of cycling.

Additionally the Victorian Government should actively pressure the Federal Government to introduce mandatory vehicle efficiency standards for all new vehicles sold in Australia to green our car fleet.

Use emissions trading revenue to shield low income households

The Victorian Government should ensure that a substantial proportion of revenue from emissions trading permit auctions is used to buffer the impact of rising energy costs for low income households. This could include:

• A major energy efficiency program in low income households,
• Increasing energy concessions
• Introducing alternative pricing mechanisms for low income households.

New energy efficiency programs should be more targeted, focusing on geographic or demographic communities. With existing rebate programs participants are self-selecting which means that it is difficult to target resources to where they are most needed.

For example, the Warm Homes program in the UK worked at a local level to progressively improve the energy efficiency of every house in target neighbourhoods which meant that Government funds were spent where they were going to have most impact in easing the burden of rising fuel prices.

Improved information on emissions and resource use

Providing better real-time data about emissions and energy usage will assist efforts to reduce carbon emissions. Real time reporting on carbon emission and domestic household energy usage will focus energy efficiency opportunities and activities

Focus climate change adaptation on communities at risk

The State Government’s climate change adaptation strategy should identify communities and regions at risk both from climate change and from policy responses to climate change. These communities should be targeted for ‘Just Transitions’ programs; that is development of new industries and workforce training to ease the pain of transitioning out of polluting or unsustainable industries.

Allocate appropriate environmental flows to rivers All Victorian rivers should receive their full environmental flow allocations every year from 2009 to ensure their health, most of which have been greatly compromised by very low water flows to date. We need to reverse our management regimes so that we recognise that economic and community well-being is a product of healthy river systems and therefore that environmental water allocations should have priority over other uses so that our rivers continue to survive and in time thrive.

Protect biodiversity and habitat

A 10-fold increase in funding levels should be allocated to:

• Help protect and restore Victoria’s habitat for future generations
• Protection of existing native vegetation
• Reconnection of fragmented bushland across the state through very large wildlife corridors
• Increase resources for control of pests and weeds and for landholders to protect and enhance their wildlife habitat
• Conduct strong science with publicly reported systematic long-term monitoring of the State’s biodiversity.
• Protection of remaining high conservation value native forests and water catchments

Support local climate change action groups

The State Government should use existing networks and peak bodies to provide support for local community climate action groups by funding organizations and local government to support climate action groups across the state.

Victorian Climate Change Bill

The Victorian Climate Change Bill should:

• Include annual emissions targets for Victoria to 2020
• Drive greenhouse pollution reduction including extended energy efficiency targets across the commercial and industrial sectors
• Set feed-in tariffs for renewable energy
• Mandate methane gas capture at landfill sites.
• Provide a mechanism by which all new major projects and all state government policy and investments are assessed for their impact on the State’s emissions with the assumption that new major projects will be required to demonstrate that they will reduce greenhouse pollution.
• Ban new conventional coal-fired power stations
• Set a standard for new fossil fuel generation of less than 0.4kg CO2- e/kW

Links

• Victorian Climate Change Summit

My Eddington report submission - EWLNA

I welcome the opportunity to comment on the East-West Links Needs Assessment (EWLNA), as transport is an essential feature of the livability of Melbourne and one of the main areas that require urgent action as part of a coordinated response to climate change.

I preface my feedback with the observation that I believe more urgent and profound action needs to be taken to prevent the economic, social and ecological collapses being caused by climate change.

While the EWLNA has some proposals with merit, such as improvements to public transport and cross city cycle links, it overwhelmingly fails to tackle the massive and urgent problems of greenhouse gas emissions from transport, and the challenges introduced by peak oil.

The focus on public transport in the EWLNA is welcome, and I strongly support increased investment in public transport. However, the EWLNA is largely a “business as usual” document, based on outdated ideas, at a time where business as usual means climate catastrophe and remaining unprepared for continual increases in oil prices.

It is unfortunate that the EWLNA has no vision for a sustainable transport future for Melbourne and therefore fails as a document that the State Government should use to guide its actions and decisions.

Transport policy cannot assume a “business as usual” case. Transport policy development must lead to a drastic reduction in reliance on oil, and a massive, rapid reduction in greenhouse gas emissions. In fact, it should be one of the major aims of transport policy to achieve these outcomes – and with these outcomes improvements in the amenity of our suburbs will be created. This is the best way to ensure prosperity and livability into the future.

The key points of I make in this personal submission are:

• The original scope of the EWLNA was too narrow – transport needs for Melbourne need to be considered as a whole rather than arbitrarily separated into segments and/or corridors.
• The EWLNA’s “business as usual” approach to transport planning is flawed as it does not take climate change or peak oil into account.
• I support an order of magnitude increase in public transport funding from the State and Federal governments, and I therefore broadly support the EWLNA recommendations that achieve this.
• Given the narrow scope of the EWLNA, it is not clear whether the proposed rail tunnel would be the most effective rail infrastructure project. A broader study of opportunities for rail network improvements is required, taking into account the possibility of building railway lines to poorly serviced suburbs, a metro system for inner Melbourne, and a rail link to Melbourne Airport.
• I oppose the construction of the proposed road tunnels or any new freeways – which history show us encourage more personal and freight road traffic which inevitably leads to increased road congestion and greenhouse gas emissions. Past transport studies and experience have shown that building freeways does not solve congestion, and they will in fact increase congestion in the long term.
• The assumptions made to make up the EWLNA reference case with regard to oil prices, carbon pricing and road pricing are incorrect, and greatly exaggerate the case for supporting private car use and the road tunnel.
• The EWLNA ignores the now apparent climate emergency we face and ignores the pressing need for us to reduce our greenhouse gas emissions from transport. Any new transport infrastructure or plan needs to have emissions reductions as a central aim.
• The propensity for people to shift to public transport when high quality services are available is underestimated and the recommendations are consequently poorly targeted.
• The recommendations in the EWLNA will result in a 1% modal shift from cars to public transport by 2031, in contradiction with the Brumby Government’s 11% shift (by 2020). We need a much more profound shift if we are to retain Melbourne’s liveability and reduce our emissions.
• The EWLNA did not assess the modal efficiency of transport options with respect to carbon emissions or factor this into the recommendations made.
• Shifting transport journeys from road trips to lower carbon emission options is compatible with Melbourne 2030 strategy goals, the Kyoto Protocol, and with our need to reduce Australia’s overall greenhouse gas emissions.

The following assumptions made in the EWLNA reference case are flawed:

• No real increase in fuel prices beyond 2006 (petrol prices have now risen to around $1.65 per litres and could be $2.00 or higher by the end of 2007)
• No carbon price on transport emissions (which have now been flagged for inclusion in Australia’s carbon emissions trading scheme scheduled for introduction in 2010).
• No road pricing before 2031 – which is likely to be introduced well before then
• A gradual shift to hybrid cars will offset carbon emissions associated with increased motor vehicle usage. (A modal shift from cars to less carbon intensive transport such as rail and bicycles is required).

There is currently a transport crisis in Melbourne, with roads and freeways now suffering chronic traffic congestion. Rather than build the proposed road links, a cheaper, more effective alternative to the issues identified in the EWLNA is to upgrade and extend the public transport system, take move freight from road to rail, institute more efficient freight handling practices and introduce incentives for people to reduce car use.

The cross-city cycle connections recommended would greatly facilitate bicycle travel and make it safer within inner Melbourne. However, to be effective, these routes need to link with equivalent high quality and safe bicycle paths transecting adjacent suburbs. For example, there is currently no safe and efficient bicycle route through Hawthorn and Camberwell towards Box Hill.

Cycling is the most carbon-efficient form of medium distance personal transport. However, low safety and convenience factors are major barriers preventing people from cycling in urban areas.

The current Principal Bicycle Network needs to have routes added to connect with the proposed cross-city cycle connections. Integrated planning for cycle paths and routes is essential to get the best outcome. Improved safety at a local level is also crucial to enable safe access to the Principal Bicycle Network and to activity centres and public transport.

Conclusion

I hope that the State Government uses this opportunity to change course and focuses on shaping a transport system that will help us meet the challenges of climate change, peak oil and improving the amenity of our suburbs.

“Business as usual” transport planning and construction of freeways will cause us more pain in the future.

A sustainable future involves cutting emissions and creating a massive and permanent modal shift from cars to public transport, walking and cycling.

External link: CEN Eddington Report Submission

Preliminary submission to Electoral Representation Review for the Boroondara City Council

This is an excerpt of my submission to the Preliminary submission to Boroondara City Council Electoral Representation Review conducted by the Victorian Electoral Commission (VEC).


Matters relating to the number of councillors

The population within Boroondara is likely to further increase as more medium-density housing becoming available. I therefore believe that an increase in total councillors from ten to eleven or twelve is warranted to cater for future population growth within the council area.

Based in the figure of 121,000 voters among the 154,450 people in Boroondara, twelve councillors would have approximately 10,000 voters per each, a figure that is in accord of other metropolitan municipalities.

This figure would be equivalent to that for Glen Eira (10,701), greater than Stonnington (8,895) and less than Whitehorse (11,229).

I don’t believe that concerns expressed by the VEC regarding having an even number of councillors to a problem as the mayor could have a casting vote in the event a motion was supported by six councillors and opposed by the other six. In addition, the likelihood of such tied votes frequently occurring would be fairly low.

Matters relating to the electoral structure of the municipality

I believe that candidates elected by proportional representation to multi member wards would be more representative of voter’s choices. For example, 26 percent of voters in a ward with three candidates can elect a candidate, whereas in single member electorates 51 percent of votes are required after preferences. Proportional representation across multi-member wards throughout the Council area would therefore make it more likely that candidates with strong community support will be elected.

Multi-member electorates also give residents the opportunity to choose which of their ward councillors to interact with, and may provide more diversity of councillors (e.g. gender, ethnicity) to residents.

Single member electorates facilitate special interest groups (which may have significant financial resources) fielding several candidates and directing preferences to get their preferred candidate elected. Voters are often largely oblivious to such machinations and preference deals, so the allocation of their preference when voting may not reflect their intentions, largely due to lack of detailed information about candidates and a lack of understanding about the electoral process.

I believe the current ward boundaries in Boroondara are too small and not based on significant local demographics such as communities of interest. In addition, the largely arbitrary boundaries of the current small-area wards risk actually dividing local communities of interest. For example, many people within Boroondara would use and have views about Camberwell Junction and its infrastructure (such as public transport), yet the current ward boundaries place it within a single ward.

In addition, some of the current wards contain only small shopping centres while others contain larger ones that generate more traffic. I believe that larger wards encompassing greater diversity of facilities such as shopping centres, recreational facilities and public transport will provide better overall coverage of community interest in and concerns about these facilities.

The model I favour is four three-councillor wards with Camberwell Junction as the focal point. Each of these larger wards (North East, North West, South East and South West regions) would contain a mix of large and small shopping centres, numerous recreational facilities and a diversity of voters, ethnic groups and communities of interest. Camberwell Junction is a regional transport, shopping and services hub, so it is appropriate that all wards have an interest in its function, development and management.

Care should be taken to ensure that the South East area ward contains both the appropriate number of voters and area, as its outer boundary would be diagonal rather than rectangular. Alternatively, if this ward ended up smaller than the other three, its number of councillors could be reduced to from three to two.

While ordinal ward names may convenient, I suggest the following ward names would better reflect Council and community heritage. Information on the names was sourced from the Boroondara Council History of Ward Names.

North East: Cotham Maranoa

• Maranoa takes it name from the native plants garden established by John Middleton Watson on land he bought in the early 1890's. He continued to buy land in the area most of which later became Beckett Park. He began to create gardens on one side with Australian and New Zealand indigenous species. Maranoa is derived from native words in Queensland, meaning flowing, alive or running (for a river)
• Cotham was a settlement from the early 1850s, near Wellington Street east of Denmark Street where the two roads from the river crossings met. The roads then diverged and travelled to settlers along the river or along the Main Gippsland Road due east. It was soon overshadowed by the larger Village of Kew, also established in the 1850s just north along the road to Bulleen, later called High Street. The Main Gippsland Road was generally known as the White Horse Road after the hotel in the Box Hill district, but on the Kew side of Burke Road it retained its name as the Cotham-road, the road to Cotham.

North West: Studley Glenferrie

• Studley is associated with John Hodgson, the Kew pioneer responsible for the establishment of the Studley Punt in the 1840s. The punt took traffic across the river into land, which was part of his squatting run known as Studley. The road to the punt where a bridge was later erected was known as the Studley Park Road.
• Glenferrie was the name of Peter Ferrie's property on the Glenferrie Road/Toorak Road hill in the 1840's gave its name to the road that led to it. The name is also used for a railway station and for local businesses and a hotel.

South East: Lynden Maling

• Lynden takes its name from the road and park through long time farming land generally known as Highfield. The first subdivision occurred after the First World War, through a property belonging to the Boyd family, and named after trees.
  
• Maling Takes its name from the road beside the Canterbury Railway Station, which ran through a large property owned by the Logan family. The name was given to honour long term Councillor and three times Mayor John Butler Maling in 1899. The area is now recognised and protected by Council as an important tourist precinct.

South West: Gardiner

• Gardiner takes its name from John Gardiner, the first white settler in the Boroondara parish. At the end of the 1830's John Gardiner lived close to the top outlet of the creek named for him, stretches of which had other names until the 1850's.

*** End of Submission ***

Garnaut Report submission

This is my personal submission to the Garnaut Climate Change Review

1 Executive summary

This submission covers the role of forests in addressing climate change, reshaping Australia’s economy to low carbon emissions and opportunities to lower transport-related greenhouse gas emissions.

Landclearing (also referred to as “deforestation”) produces over 10% of Australia’s greenhouse gas emissions according to Australia’s official reporting to the UN Climate Secretariat. Native forests are indisputably a very large store of CO2 with considerable potential for additional sequestration, and are also currently a source of considerable greenhouse gas emissions, primarily resulting from logging.

Science based carbon estimation and accounting should be applied to all native forest logging activities and a market-derived price should be applied to carbon emissions resulting. Consideration should be given for a five-year moratorium on logging Australian native forests as an immediate step in reducing Australia’s greenhouse gas emissions.

Australia should adopt world-leading policies on forest protection as a measure for addressing climate change and to demonstrate and provide an example to developing nations that remaining native forests can be protected globally without adverse economic impacts.

Australia should increase the current emission reduction target of 60% by 2050 to 90% by 2050 and set mid-term and short-term emission reduction target for 2010, 2012, 2015 and 2020. In addition, all government subsidies for fossil fuel-based industries and products should be removed.

Shifting Australia to a competitive low carbon economy can be achieved by establish “feed in tariffs” for clean energy generation, broadening and strengthening housing and appliance energy standards and rating systems, increase the MRET in Australia to 30% by 2020 and provide government funding for the development of zero emission energy production including solar and wind. In addition, a national strategy and framework is required for realising emission reduction standards in conjunction with the States and Territories including a moratorium on the building of any new coal-fired power stations.

Transport-related emission can be addressed by abolishing fringe benefit tax concessions for car use, providing additional Federal funding annually for public transport, establishing a national working group for the promotion and implementing sustainable and low emission transport solutions, including public transport, low emission vehicles and cycling. In addition carbon emission accounting should be mandatory for the construction and operation of all transport-related projects including roads, freeways and tunnels.

2 Role of forests in addressing climate change

Landclearing (also referred to as “deforestation”) produces over 10% of Australia’s greenhouse gas emissions according to Australia’s official reporting to the UN Climate Secretariat.

The role of forests in sequestering carbon and action as carbon stores has been well documented by scientific studies both in Australia and overseas.

2.1 Forest and climate change research.

Local scientific research papers include:

Growth ModeIling Of Eucalyptus regnans for Carbon Accounting at the Landscape Scale
Christopher Dean, Stephen Roxburgh and Brendan Mackey, 2003
CRC for Greenhouse Accounting, ANU.

Assessing the carbon sequestration potential of managed forests: a case study from temperate Australia
S. H. Roxburgh, S. W. Wood, B. G. Mackey, G. Woldendorp, P. Gibbons (2006), Journal of Applied Ecology Volume 43 Issue 6 Page 1149-1159, December 2006.

In addition, the Stern Review (The Economics of Climate Change, October 2006) found that:

“emissions from deforestation are very significant – they are estimated to represent more than 18% of global emissions, a share greater than is produced by the global transport sector.”

“A substantial body of evidence suggests that action to prevent further deforestation would be relatively cheap compared with other types of mitigation, if the right policies and institutional structures are put in place. Preserving forests has the co-benefit of protecting a significant proportion of the world’s biodiversity that they contain.”

“Curbing deforestation is a highly cost-effective way of reducing greenhouse gas emissions.”

2.2 Observations
Native forests are indisputably a very large store of CO2 with considerable potential for additional sequestration, and are also currently a source of considerable greenhouse gas emissions, primarily resulting from logging. Deforestation by logging releases up to 1400 tonnes of carbon per hectare.

Carbon accounting is not currently applied to native forest logging activities in Australia and no carbon price is applied.

Native forests (not including conservation forests) sequester at least 57 Mt CO2 per annum. This effectively reduces Australia’s total emissions by 10% when full-carbon accounting is applied.

Native forest logging results in greenhouse gas emissions estimated at 38 Mt CO2 per annum which is equivalent to 7% of Australia’s total emissions.

Once native forest is clear felled, it will take up to several centuries to recapture all the CO2 emitted resulting from the deforestation.

Less than 5% of CO2 generated by native forest logging is sequestered in durable wood products; 58% is lost on-site and as waste; 23% is exported as woodchips; and 11% is added to landfill.

Tasmania, Victoria and South East New South Wales account for the majority of Australia’s emissions from native forest logging (Over 30 Mt CO2 per annum).

Full-carbon accounting (rather than the partial accounting required by the Kyoto Protocol) is likely to be used in global post-Kyoto arrangements which will mean that sequestration and emissions from native forests will be counted.

Protecting native forests is one of the quickest and easiest ways to reduce Australia’s greenhouse gas emissions, with the added benefits of protecting biodiversity and conserving water.

2.3 Recommendations

• Science-based carbon estimation and accounting to be applied to all native forest logging activities.
• A market-derived price to be applied to carbon emissions resulting from all native forest logging activities.
• Consideration to be given for a five year moratorium on logging Australian native forests as an immediate step in reducing Australia’s greenhouse gas emissions.
• Australia to adopt world-leading policies on forest protection as a measure for addressing climate change and to demonstrate and provide an example to developing nations that remaining native forests can be protected globally without adverse economic impacts.
• Further research into the role of Australia forests in carbon capture and sequestration is required to augment and build upon previous studies.

3 Reshaping Australia’s economy to low carbon emissions

Recent scientific studies by the Intergovernmental Panel on Climate Change (IPCC), NASA and the CSIRO indicate that global warming is occurring more rapidly than worst-case scientific predictions so that urgent action on reducing carbon emissions is required. In Australia this is evident via greatly reduced rainfall patterns and temperature increases.

Rigorous and enforceable targets for emission reductions are required as policy settings for driving a shift in Australia to a low carbon economy. Setting near term, mid term and long term targets for emission reductions will provide motivation for industry restructure towards low emission technology, which will in turn encourage a growing export market for low emission technology and products both regionally and globally.

Renewable energy industry and associated companies are growing rapidly where ambitious emission reduction target have been set in places such as Europe (Spain and Germany in particular) and in California.

In Europe in 2007 renewable energy industry investments increased to $45b and the sector employed approximately 500,000 people while the coal industry employed about 30,000.

On current trends renewable energy is predicted to be cost competitive with coal by 2015.

3.1 Recommendations

• Increase the current Australian emission reduction target of 60% by 2050 to 90% by 2050 in line with latest scientific models.
• Set a binding target for Australian emission increases to peak by 2015 then decline.
• Establish a mid term Australian emission reduction target of 30% by 2020.
• Set Australian emission reduction targets for 2010, 2012 and 2015 on a trajectory that will realise 2020 and 2050 targets.
• Remove government subsidies for fossil fuel-based industries and products.
• Establish a feed in tariff for clean energy generation at a rate of 4 times the price of coal and gas based energy generation.
• Introduce 6 star energy standard for all new housing and renovations covering energy and water utilisation, passive solar design and building envelope characteristics.
• Increase the MRET in Australia to 30% by 2020 in line with current targets set in Germany and California.
• Introduce energy rating standard for all domestic and commercial appliances including consumer goods such as televisions and computers.
• Provide government funding for the development of zero emission energy production including solar and wind.
• Establish a national strategy and framework for realising emission reduction standards in conjunction with the States and Territories including a moratorium on the building of any new coal-fired power stations.

4 Lower transport emissions

Transport is a major source of greenhouse pollution – and this is exacerbated by the inefficiencies and tax incentives within Australia’s transport system.

34% of household emissions are associated with personal transport, including commuting, shopping and recreation (Global Warming Cool It, Australian Government, 2007).

14% of national emissions come from the transport sector (Australian National Greenhouse Gas Inventory 2005).

No federal funding is provided for any significant public transport projects in Australia.

Urban rail transport is 8 times more energy efficient than private car use for transport. Rail freight is 4 times more energy efficient than road freight. Shifting passenger and freight transport to rail would make a significant contribution to reducing Australia’s transport-related carbon emissions.

Many state governments regard cycling as a recreational activity rather than as a serious mode of urban transport.

4.1 Recommendations

• Abolish fringe benefit tax concessions for car use
• Provide $1 billion of additional Federal funding annually for public transport systems, to be matched by State funding for projects, similar to arrangements in place for road network funding.
• Establish a national working group for the promotion and implementation of sustainable and low emission transport solutions, including public transport, low emission vehicles and cycling.
• Conduct carbon emission accounting for the construction and operation of all transport-related projects including roads, freeways and tunnels.

Links

• Garnaut Climate Change Review
• PDF version of my submission
• Climate change article on Greenlivingpedia