Coal Geology vs. Coal Economics & Politics

The geology part of classifying coal as reserves is a lot of work, but it’s doable — with enough drilling logs and other data, you can determine where the coal is, how much of it there is, and its general quality. Once you’ve got that concrete geologic understanding, it’s unlikely to change drastically — it might be refined modestly over time, maybe increasing as mining technology improves… but if you’ve done the work well, you’re probably not going to suddenly discover that 90% or 99% of the coal you thought was there actually isn’t.

The economic part part of classifying coal as reserves is fundamentally different, and more changeable with time, because market conditions change much more quickly than geology! I think the experiences of the UK and Germany are particularly interesting, because they were both early large coal producers, part of the first wave of fossil fueled industrialization. They’re extremely mature hard coal mining provinces that have fallen off their peak production dramatically — they’re ahead of the curve that most of the rest of the world is still on.

The drastic downward revisions that both the UK and Germany made were due to changes in economic policies and domestic politics — not geology. Both nations historically had strong labor interests tied to coal mining, and the desire (like most nations) to maintain an indigenous energy supply. But as the cost of supporting the industry grew and its productivity fell, the political logic of maintaining the illusion of a viable coal-based energy system faded away. In Germany, it seems likely that popular support for the nation’s ambitious Energy Transition made it easier for the nation to face up to geologic reality. In the UK the politics seem to have been influenced by the Thatcher government’s desire to privatize previously nationalized industries like coal mining, as well as the discovery of massive offshore natural gas reserves in the North Sea.  In both cases the “proven reserve” numbers appear to have vastly overstated to begin with, but the political desire to support the industry and maintain the illusion of long-term energy independence was a powerful incentive to ignore the geologic reality.

However, in the end, geology wins.

Where are we headed?

The EIA’s admission that we have not, as a nation, officially and transparently evaluated the economics of extracting our vast coal resources opens the topic up for discussion. The economic and political forces at work today in the US may be different than they were in 1980s Britain, or early 2000s Germany, but they’re pushing in the same direction. A powerful incumbent coal industry is weakening both financially and politically — because of their own increasing production costs, low natural gas prices, flat electricity demand, plummeting renewable energy costs, and concerns about both traditional pollution and greenhouse gas emissions. This gives us the opportunity to re-evaluate our policies around them. What should we change?

We might start with ending the practice of soft pricing in uncompetitive BLM coal lease auctions, as laid out by the Government Accountability Office in February. However, by far our largest subsidy to the industry is our acceptance of the externalized costs they impose on us. A 2011 Harvard study (on which CEA co-founder Leslie Glustrom was a co-author) estimated these costs to be roughly $345 billion/year in the US — equivalent to adding $0.18/kWh of coal fired electricity (explore the study graphically, or see the full peer-reviewed paper).

Even if we ignored traditional environmental impacts and public health consequences, and just applied the modest $37/ton social cost of CO2 calculated by the US Office of Management and Budget, that would add roughly $60 to the cost of a ton of coal! With current PRB production costs in the neighborhood of $10/ton, and operating margins often less than $1/ton ($0.28/ton in the case of Arch last year), this — or even a smaller carbon price — would likely be a crushing blow to the fuel.

Given the current state of the industry, even without these “drastic” policy changes it’s possible that we are headed for our own major downward reserves revision. This isn’t “running out of coal”. Britain and Germany both still have enormous amounts of coal — it’s just not worth digging much of it out of the ground, given the available alternatives. It’s time to figure out whether we’re in the same boat, admit it to ourselves and the world if we are, and move on to the task of building real solutions.

Two Possibilities, One Course of Action

There’s an irony in all this, which is that regardless of whether we’re running short on economically recoverable coal, we need to expunge the fuel from our energy systems as quickly as possible in order to avoid catastrophic climate change. If the global reserves numbers reported by the WEC are accurate, then we need to leave 60-80% of those reserves in the ground. This was highlighted most famously by Bill McKibben in Rolling Stone in 2012, and implies that a huge fraction of the world’s fossil fuel assets are in fact worthless, unburnable carbon, and most of the world’s coal companies and unconventional hydrocarbon extraction projects are destined for bankruptcy. On the other hand, if the reserve numbers need to be revised downward because most of the listed coal isn’t economically extractable, then a lot of the coal industry’s supposedly bankable assets are worthless and the industry’s growth potential is seriously constrained.

In either case, the right thing to do is stop planning as if today’s coal plants are going to continue operating for much longer, figure out a way to take them offline, and replace them with cost-effective, low risk, zero-carbon generation resources and energy efficiency.

  1. US EIA on the Economics of Coal: No Comment
  2. A Long Time Coming: Revising US Coal Reserves
  3. In Good Company: A Brief History of Global Coal Reserve Revisions
  4. Coal Geology vs. Coal Economics & Politics

Managed Lanes in Colorado

Will Toor and Mike Salisbury at the Southwest Energy Efficiency Project have put together a good paper called Managed Lanes in Colorado (it’s a PDF) that looks at the policy rationale behind (and a few issues with) creating additional highway capacity in the form of managed lanes with tolling, that also allow high occupancy vehicles and transit to take advantage of the investment, addressing some of the “Lexus Lane” criticism of using tolls in the public right of way (on projects that are still mostly publicly funded).  It’s not quite as fun to read as my magnum opus from this winter on the same topic (US 36: For Whom the Road Tolls) but might be more appropriate for forwarding to policymakers.

In Good Company: A Look at Global Coal Reserve Revisions

In my last post, I recounted some of the indications that have surfaced over the last decade that US coal reserves might not be as large as we think.  The work done by the USGS assessing our reserves, and more recently comments from the coal industry themselves cast doubt on the common refrain that the US is “the Saudi Arabia of coal” and the idea that we have a couple of centuries worth of the fuel just laying around, waiting to be burned.  As it turns out, the US isn’t alone in having potentially unreliable reserve numbers.  Over the decades, many other major coal producing nations have also dramatically revised their reserve estimates.

Internationally the main reserve compilations are done by the UN’s World Energy Council (WEC) and to some degree also the German equivalent of the USGS, known as the BGR. Virtually all global (publicly viewable) statistics on fossil fuel reserves are traceable back to one of those two agencies. For instance, the coal reserve numbers in the International Energy Agency’s (IEA’s) 2011 World Energy Outlook came from the BGR; the numbers in BP’s most recent Statistical Review of Energy came from the WEC.

Of course, both the WEC and the BGR are largely dependent on numbers reported by national agencies (like the USGS, the EIA and the SEC in the case of the US), who compile data directly from state and regional geologic survey and mining agencies, fossil fuel consumers, producers, and the markets that they make up.

Looking back through the years at internationally reported coal reserve numbers, it’s surprisingly common to see big discontinuous revisions.  Below are a few examples from the WEC Resource Surveys going back to 1950, including some of the world’s largest supposed coal reserve holders.  In all cases, the magnitude of the large reserve revisions is much greater than annual coal production can explain.

Continue reading In Good Company: A Look at Global Coal Reserve Revisions

A Long Time Coming: Revising US Coal Reserves

In my previous post I highlighted the recent, quiet admission by the US EIA (in a fine-print footnote to Table 15 of their 2012 Annual Coal Report) that they do not know what fraction of our nation’s large store of coal resources might be economically accessible, and thus potentially classified as reserves.

CEA has long highlighted indications that a revision like this might be in the works, including in our most recent round of coal reports issued last fall (see: Warning: Faulty Reporting of US Coal Reserves).  But we’re not the only ones.  Plenty of other people have pointed out the same thing over the years.  Including…

Continue reading A Long Time Coming: Revising US Coal Reserves

US EIA on the Economics of Coal: No Comment

At the end of 2013, the US Energy Information Administration (EIA) acknowledged that it does not know whether the vast majority of US coal can be mined profitably.  If coal mining isn’t profitable, then barring some grand socialist enterprise the black stuff is probably going to stay in the ground where it belongs.

You might think this kind of revision would have warranted a press release, but the EIA’s change of heart was buried in a fine-print footnote to Table 15 of their 2012 Annual Coal Report, which tallies up all the coal resources and reserves in the US, state by state.  The new footnote says:

EIA’s estimated recoverable reserves include the coal in the demonstrated reserve base considered recoverable after excluding coal estimated to be unavailable due to land use restrictions, and after applying assumed mining recovery rates. This estimate does not include any specific economic feasibility criteria. [emphasis added]

This stands in contrast to the footnotes for the same table in their 2011 Annual Coal Report, and many prior years:

EIA’s estimated recoverable reserves include the coal in the demonstrated reserve base considered recoverable after excluding coal estimated to be unavailable due to land use restrictions or currently economically unattractive for mining, and after applying assumed mining recovery rates. [emphasis added]

Continue reading US EIA on the Economics of Coal: No Comment

America’s Cities Are Still Too Afraid to Make Driving Unappealing – Emily Badger – The Atlantic Cities

It’s the relative attractiveness of different modes of transportation that shapes our choices, and American cities are still terrified of making driving less attractive.  This really puts a cap on what fraction of trips we can get over to biking, walking and mass transit.  Partly because driving is such an ingrained cultural norm (even if it’s just as easy to drive as to bike, the default behavior amongst most people will be to drive), and partly because accommodating cars well means degrading the walking, biking and transit amenities.  In a place like Boulder where people actually have alternatives to driving — no, not everyone, and not for every trip, but many people for many trips — we have to start putting some downward pressure on driving, or we’re never going to get much past our current bike/ped/transit shares.  And it’s not like this has to be punitive — a lot of it is just removing historical crutches that have been provided to cars, like free parking.  Cities like Bern and Freiburg and Zürich have 70% or more of their trips being done outside of personal motorized vehicles.  It’s doable (in the fullness of time).  Let’s do it!

Protected Multimodal Intersections

A great video introduction to protected multimodal intersection design, from Nick Falbo at Alta Planning, via People for Bikes and their Green Lane Project:

The design is based on long-standing Dutch standards, and actually embodies the prioritization of modes that Boulder’s TMP lays out (but which our physical infrastructure often fails to implement).  These are intersections that just about anyone can walk or ride or drive through safely and with minimal stress.  They’re not standard in the US.  Yet.  Let’s change that!

US-36: For Whom the Road Tolls

If you live in Boulder, you’ve almost certainly noticed the construction along US-36 — aka the Boulder-Denver Turnpike. The main thing that’s being built here is one new lane in each direction. However, it’s not your average road-widening project.  Usually when additional capacity is added, it’s rapidly consumed by induced demand.  Instead, the two new lanes are going to be special managed lanes. What does that mean?

us-36-w-managed-lanes

These new lanes are going to be optimized for mass transit, in this case buses.  It won’t quite be Bus Rapid Transit (BRT), in which the lanes are used exclusively by buses, passengers pay on the platform, and board like you would on a subway or light-rail line.  The US 36 system will be somewhere between that and the express service that we’ve got now.  Even at peak hours, when buses are departing every 3-5 minutes, there will still be a significant amount of spare capacity in the managed lanes.   This capacity will be made available to high occupancy vehicles, and those that are willing to pay a toll.  There may also be a number of permits issued for electric vehicles, though how that would work remains to be determined.  The toll value, the number of passengers required to be considered “high occupancy” and the number of EV permits that might be issued will all be managed to ensure that the buses go at least 50 miles per hour.  The two general purpose travel lanes in each direction will remain free to everyone.

Continue reading US-36: For Whom the Road Tolls

Granny flats flourish after fee waiver… in Portland

In 2010 Portland, Oregon made it cheap and easy for people to build ADUs (Accessory Dwelling Units — also known as “granny flats”, “in-law apartments”, “carriage houses”, etc — small secondary dwellings that are on an existing property), and to nobody’s surprise, the tiny homes boomed.  This kind of housing adds density without changing neighborhood character, lets people live lighter on the land, and helps makes housing affordable both for the renters, and the homeowners who now have a rental income that was impossible before.  And they do it all without any public subsidy.

Boulder can do this too.

Hamburg’s Car Free Greenway Network

Grünes Netz - Stadt Hamburg

There have been a bunch of links floating around recently about the German city of Hamburg’s plans to “go car free” in the next 15-20 years.  For example this BBC Future article which references this post on Inhabitat, which then points to Arch Daily which finally links directly to the actual city planning site from Hamburg (auf deutsch of course).

Unfortunately, these seem to be just click-bait headlines.  As far as I can tell (and I don’t read German) the real point of the plan is to create an extensive, connected network of bike and pedestrian greenways that provide easy access to the entire city, without requiring users to interact with motor vehicle traffic, “eliminating the need for cars.”  Which is awesome!  But also very different from “going car free”.  There are plenty of cities where cars are generally unnecessary, but some people still choose to use them some of the time, and I don’t see why Hamburg would end up being any different after the implementation of the greenway plan.