Blogs

What happened at COP26? And what next?

The short answers to these questions are simple: in the face of escalating climate breakdown, COP26 did little to shift our trajectory away from catastrophe, away from business-as-usual and towards curbing fossil fuel use. Rich countries have refused to step up and meet their obligations to those who have least to cause the climate crisis.

In the words of Greta Thunberg, more “blah, blah, blah”.

And as for what comes next, of course we go on fighting to keep the chance of staying beneath 1.5C alive.

The long version? After two weeks with a flurry of announcements, greenwash, struggles over seemingly minor details of text, and anger from civl society massed on the streets of Glasgow, it’s worth unpacking some of the details of what was really agreed, or not. How does the jargon translate into real world outcomes, literally of life and death? In these details we can see beneath the media spin and glossy announcements the brutal realities of power, money, and neocolonialism.

1.5C ‘on life support’

As the window of opportunity is closing to stay within 1.5C heating and avoid the worst climate catastrophe, where are we left as COP26 ends?

Under the Paris climate deal, nations had to submit updated voluntary commitments to climate action (known as nationally determined contributions or NDCs) before the talks. Unsurprisingly, these are generally lacking in substance or urgency. Many lack clear deliver plans and delay meaningful change until after 2030. Climate Action Tracker’s useful analysis finds that even with all new pledges for 2030, we will still emit roughly twice as much in 2030 as required for 1.5C.

They estimate if all current pledges for emissions cuts by 2030 are met, this gives only a 50% chance of staying below 2.4C.

Of course 1.5C itself is no ‘safe level’. Many areas have already experienced devastating wildfires, floods, hurricanes and heatwaves at 1.1C. These, in combination with longer-term impacts such as drought, disproportionately affect countries who have done least to cause the problem and have fewest resources to deal with them.

'Carry on flying': a response to the aviation proposals in the DfT Decarbonising Transport report

The Department for Transport has finally published its plan, Decarbonising Transport: A Better, Greener Britain. In terms of aviation, the proposals are hugely disappointing, extremely limited and essentially a charter for the industry, desperate to recover from the pandemic, to build back the same.  Many colleagues in environmental and analytical organisations are preparing detailed responses, based on flight numbers, the viability or otherwise of so-called sustainable fuels and climate impact statistics. While these are much needed dissections that provide the ammunition with which to call for more radical action, there is also a need to remind ourselves of the fundamentals, a plain English telling of where we are and where we need to go. 

First, technical and scientific solutions to the climate impact of aviation are to be welcomed. No one would disagree with that – a successful call for a reduction in the amount of flying would not exclude us from wanting to see whatever flying remains from being carried out in a more climate friendly way.  Whether alternative fuels, aircraft technology, or a combination of both, in principle we would welcome investment aimed at the development of such solutions. 

Fatal delay

What we do object to is that these solutions are used as industry greenwash that ignores reality in order to justify the continuation (or restoration) of business as usual.  All actors agree, including government and industry, that viable solutions will not be available till the late 2030s at best, maybe the 2040s, or even 2050.  Many of the solutions currently proposed are either ‘false’ (i.e. create as many problems as they solve) or ‘need work’ (i.e. unproven, requiring more R&D). In particular, synthetic or so-called sustainable fuels are either a long way off development, are expensive and energy intensive to use, are impossible to scale up, or produce more emissions than conventional kerosene. 

So we are looking to some future time for the possible advent of alternative ways of flying, hence the DfT commits to ‘net zero domestic aviation by 2040’ and net zero for all aviation by 2050.  Even leaving aside the problematic nature of the term ‘net zero’ that is a long way off.

In the meantime plans for traffic growth, and associated airport expansions, remain. These have nothing to do with such solutions and are purely about an increase in fossil fuelled flying, including recovery to 2019 levels by 2025 and then continuing to grow thereafter – more flights in 2026, more in 2027, 2028 and so on.

We should ask:

i. How does such growth in emissions square with a climate emergency for which radical action is needed by 2030 to keep within 1.5C (clue: it doesn’t), and

ii. How the availability of solutions, even accelerated to the 2030s, will help solve a climate crisis that is happening very visibly right now (it won’t).

Climate jobs and the Unite General Secretary election campaign

Wendy Smith is a Unite member, member of CACCTU and one of the founders of Norfolk Campaign against Climate Change.

People have been shocked at the recent news of deaths from extreme heat and flooding across the globe. Three of the world’s wealthiest men have been racing into space in an effort to find new sources of profit. Meanwhile our government here seems determined to rush the UK into a return to pre-pandemic business as usual. There has never been a more urgent need to fight for effective action in the face of climate catastrophe. The COP26 talks in Glasgow in November present our world leaders with a vital and timely opportunity to deliver more than vague targets and future promises.

The Campaign against Climate Change Trade Union group (CaCCTU) will be launching this autumn the eagerly-awaited update to their groundbreaking pamphlet, “One Million Climate Jobs”, first published in 2004. At the heart of this new report is a core model for a new public service – a National Climate Service – that can get the job done by seeing to the integration of training, redeployment, planning and the interface between sectors (e.g., between industries and energy, or the complex planning needed to integrate and balance public transport).

The Climate Jobs campaign argues we need a sustainable transformation of construction, transport and power among other sectors. Several unions organise workers in these industries and, in order to win the changes we need, these unions should get behind these demands, building support for a transition of the economy and for massive investment in well paid jobs which tackle the climate emergency. In particular, Unite, one of the biggest unions in the Britain, can play a crucial role. Unite is in the process of electing a new General Secretary.

Pages