Thursday, April 10, 2008

Review: Business, Energy and the Greening of British Columbia

It is my pleasure to share my thoughts about an event I attended last night at the Morris J. Wosk Centre for Dialogue at SFU. The event included a presentation by Dr. Mark Jaccard on the past 20 years of government policies on climate change and why these policies have not prevented greenhouse gas (GHG) emissions from increasing at an alarming rate, followed by a discussion between Dr. Jaccard and members of the audience. Tamara Vroomnan, CEO of Vancity and Bob Elton, CEO of BC Hydro were also asked to comment on the topic from the corporate point of view. Before I jump to the topic, let me first share my impressions of the Centre for Dialogue itself.

I had no idea we had such a presentation space in Vancouver. We might have others that are similar, but for me, this was a first. Think of the mental images you have of international leaders meeting at the United Nations to discuss policies, replace the country cards by name cards and voilĂ , you get the picture. OK, fair enough to add that the presentation was only in English, so we didn't get to test out the language selection controls. Next time maybe.

The evening started with a brief introduction of Dr. Jaccard. You are probably already familiar with some of Jaccard's work, including his latest book called Hot Air: Meeting Canada's Climate Change Challenge and his work on the Global Energy Assessment. The title of Jaccard's presentation was The Tipping Point? (note the strategic use of a question mark). In this presentation, four approaches (actions) to addressing climate change were introduced: energy efficiency (if using fossil fuels), renewable energy, emissions control and operational efficiency (don't quote me on that last one). Governments, not being in a position to act (although that's debatable in my mind, shouldn't we also look at the energy efficiency of our government offices?), create policies that will encourage others to act (businesses, individual citizens). Those policies can foster action by informing, subsidizing, regulating, or imposing financial penalties.

Over the past 20 years in BC (and at the federal level), the government has focused on encouraging energy efficiency. In 1998, the government was told that a carbon tax of $150 per ton was needed to allow Canada to meet the Kyoto targets. The tax was never implemented and carbon emissions have gone up since. Policies were implemented to inform and subsidize, both insufficient to reduce or even slow down emissions. Dr. Jaccard presented a few reasons that explain why these policies have failed: first, efficiency was more costly than was initially thought and we own more devices that run on energy (more or bigger devices). For example: as fridges became more energy efficient over the years, people also bought bigger fridges, separate freezers, wine fridges, and so on. Information-based policies were trying to compete with very successful lifestyle marketing messages.

The "tipping point" area of the presentation highlighted the kind of policies we need to have in place to curb emissions: command-and-control regulations (standards), financial charges (GHG emissions tax) and market-oriented regulations (cap and trade, niche market regulations such as vehicle emission and renewable portfolio standards). Such compulsory policies could reduce emissions by more than 50%, argues Dr. Jaccard. Is the carbon tax in BC a sign that we are indeed reaching this tipping point, that governments are willing to look beyond the next election and implement policies with delayed benefits?

Dr. Jaccard ended the presentation by encouraging attendees to pressure the government towards implementing compulsory policies and inviting business leaders to participate in designing realistic policies. The presentation was then followed by a response by the CEOs of Vancity and BC Hydro, both presenting their thoughts on the climate change challenge for businesses.

What became interesting at that point was that while Dr. Jaccard was insisting on the necessary involvement of businesses in policy development, the business community's response was that of uncertainty around their role in shaping policies. There was no strong resistance to the idea of compulsory policies, there was even a mention of going beyond these policies and becoming more engaged. Although this sounded wonderful, I'm not so sure the dialog would have remained so civil had it included cement producers and gas companies (top 10 emitters of GHG in BC according to a recent Vancouver Sun's article).

This was a disappointment for me. In the room, we did have business leaders and leading scholars, but nobody from the government (at least nobody who spoke) and nobody from the big polluters. The dialogue was very polite and proper, I was hoping for a heated debate on the question. Not a debate about whether climate change is a concern or not, I think we're all beyond this question right now. But a debate about real, applicable solutions and their potential impact on how we should run our businesses going forward.

Great news: Vancity is now carbon neutral, two years ahead of schedule! I'm only half celebrating, since 50% of the reduction was done through offsets. I'm not against offsets (to a certain extent), but this just goes to show how much work still needs to be done. Vancity is a sustainability leader in Vancouver, yet all their initiatives only managed to reduce their actual emissions by 50%.

2 comments:

Anonymous said...

Hi Melissa,

Great post. I manage Vancity’s environmental programs. I share your celebration about Vancity being Carbon Neutral, and your wish that someday in the future, it will be possible to be carbon neutral by completely eliminating our organization’s greenhouse gas (GHG) emissions.

On that note, would love to throw some questions out here into the blogosphere to get some feedback. Currently, at Vancity, half of our GHG emissions are produced by staff commuting to and from work. So to get to zero, we have to figure out what to do about emissions from commuting. Two questions come up:

1) How far should an organization go in influencing staff to commute via sustainable transportation?
We’ve dug deep to see why some staff continue to commute to work by driving. While there are lots of individual reasons, here are the three big ones:

First, many of our staff have kids and need to drop them off at daycare or school on the way to and from work.

Second, because of the need to serve our members (especially in our call centre which is open 24/7), some of our staff commute at times when public transportation isn’t conveniently available.

Third, some of our staff feel that owning and driving a car provides comfort and freedom, and that giving that up is a big sacrifice.

We may agree or disagree with these reasons, but the question is: Is it appropriate for an organization to set policy that might conflict with individuals' needs (either real or perceived)? What would be the negative consequences of doing so in terms of staff engagement, morale and retention? Would you want to bank with an organization that did this? Would you see this as an act of leadership or an infringment of rights? What do you think?

2) Should we continue to include staff commuting in our GHG footprint?
The geeks who set the rules for measuring an organization’s GHG footprint say that including emissions from staff commuting is optional.

At Vancity, we believe that we should include these emissions because we know that we can support staff to take sustainable forms of transportation to work. We support staff in a bunch of ways and it’s working: half of our staff commute via sustainable transportation compared with a third in Metro Vancouver at large.

But we know that by including staff commuting in our footprint, we realistically won’t ever be able to get our footprint to zero. At the end of the day, how an individual decides to commute is their own choice and we need to respect their right to make the choice that’s right for them.

So should we include staff commuting in our footprint? Or should we take it out so that we can set a goal of one day being ‘fossil fuel free’ as an organization? What do you think?

Lot of questions. No easy answers. We’d love your thoughts.

Amanda

Melissa said...

Hello Amanda,

I'm glad you enjoyed the post and thank you for sharing some of the challenges faced by Vancity while trying to eliminate carbon emissions. Since nobody has taken you up on that challenge yet, I'll comment on your questions. I don't think I can come up with an easy answer, but I think both questions raise important points and are worth discussing.

As far as influence, I think an organization has to go as far as it can, but at the same time, should look beyond traditional education campaigns. Education has got you part of the way, if 50% of your staff uses sustainable transportation to get to work, it's a great achievement! But it sounds like a different approach is needed to get at least part of the remaining 50% out of their cars. And at the same time, some of the remaining 50% will simply never give up the car.

What do I mean by a different approach? Well, one example for a large Vancity office could be looking into setting up a daycare on location. Now, I might be stepping way beyond the boundaries of what is legally possible here, but I've seen this done. My father used to teach in a CEGEP (school that Quebec students attend between high-school and university, for two or three years) where staff who had kids could use the school's daycare. There's nothing wrong with taking kids to work on the bus, or even by bike.

Using public transportation at odd hours is difficult, if not impossible when the SkyTrain shuts down. I've seen a campaign on Facebook to keep the SkyTrain running 24/7 (they collected almost 30,000 signatures) and I'm sure Vancity is not the only organization in town with employees working late / early shifts. Why not work with these other organizations to put a bit of pressure on Translink?

Either way, the influence has to be just that: influence. Now, there's nothing stopping you from building part of your reward system based on sustainable initiatives, if sustainability is indeed a key component of your strategy.

With regards to whether or not employee travels should be included in your GHG emissions calculations, I would have to answer "yes". I'll give you a personal example to support my answer. A few years back, I had an interview with a software company located in Richmond. When I used the Translink web site to determine how I was going to get to this interview (I have no car), it couldn't give me a route because the trip would take more than 90 minutes, one way. By connecting different routes, I managed to figure it out, but there was only one bus linking this company's location to the main transit routes, and the bus only ran during peek hours. I made it to the interview, but had to cab part of the route because I missed the last bus ($25 cab fare each way, and only to get me to and from Richmond Centre). I didn't take the job because realistically, I would have needed a car to make it into work every day.

Companies save money by setting up in remote locations often poorly served by transit. However, the cost of this is that employees must use their cars and therefore, end up being responsible for more GHG emissions. I know that not every corporate office can be located next to a SkyTrain station or convenient bus route, but an organization's location should influence the calculation of its carbon emissions.

Just a few thoughts. I hope this sparks further discussion.

Cheers!
Melissa