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   <title>David Doniger's Blog: Curbing Pollution</title>
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   <id>tag:switchboard.nrdc.org,2010:/blogs/ddoniger//38</id>
   <updated>2010-05-16T21:33:28Z</updated>
   
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<entry>
   <title>EPA Carbon Pollution Rule Clears Up “Murky” Problem</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/epa_carbon_pollution_rule_clea.html" />
   <id>tag:switchboard.nrdc.org,2010:/blogs/ddoniger//38.6138</id>
   
   <published>2010-05-13T23:58:12Z</published>
   <updated>2010-05-16T21:33:28Z</updated>
   
   <summary><![CDATA[Today the Environmental Protection Agency issued rules to curb carbon pollution from big power plants and other big polluters under the Clean Air Act, while at the same time assuring millions of small businesses &ndash; from mom and pop operations,...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="1109" label="cleanairact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="363" label="cleancars" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="2787" label="climate" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="6125" label="endangerment" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="225" label="EPA" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="8846" label="murkowski" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>Today the Environmental Protection Agency issued <a href="http://yosemite.epa.gov/opa/admpress.nsf/d0cf6618525a9efb85257359003fb69d/ea1bf25579e541b1852577220055c20c!OpenDocument">rules to curb carbon pollution</a> from big power plants and other big polluters under the Clean Air Act, while at the same time assuring millions of small businesses &ndash; from mom and pop operations, to farms, to mid-sized manufacturing concerns &ndash; that they have nothing to worry about.</p>
<p>The EPA rules announced today are the next step forward in carrying out the Supreme Court&rsquo;s landmark 2007 decision, in <em><a href="http://www.law.cornell.edu/supct/html/05-1120.ZO.html">Massachusetts v. EPA</a>, </em>that carbon dioxide and other heat-trapping greenhouse gases are air pollutants subject to control under the Clean Air Act.&nbsp; Last December, the agency responded to the Supreme Court by determining that CO2 and other greenhouse gases <a href="http://www.epa.gov/climatechange/endangerment.html">endanger our health and our environment</a>.&nbsp; In April, acting together with the Department of Transportation and in concert with California, EPA announced <a href="http://switchboard.nrdc.org/blogs/ddoniger/the_fruits_of_the_clean_cars_p.html">new standards to cut greenhouse gases and improve gas mileage</a> from new cars, SUVs, and light trucks.</p>
<p>Now that EPA has issued its clean car standards, certain other things are set to happen automatically under the Clean Air Act.&nbsp; The most important is that when companies build or expand big pollution sources&nbsp;--&nbsp;power plants or oil refineries, for example -- they will have to install the "best available control technology" (BACT) for carbon dioxide and the other global warming pollutants.&nbsp;</p>
<p>This is nothing fancy.&nbsp; Large new or expanded facilities simply have to use available and affordable control measures to minimize how much more carbon pollution they will add to our overburdened skies.&nbsp; It's nothing more than they've done for decades for other dangerous pollutants like sulfur dioxide.&nbsp;</p>
<p>The EPA rules issued today (together with one issued at the end of March) address two wrinkles in applying the BACT requirement to carbon pollution.&nbsp;</p>
<p>The first issue is that CO2 comes from industrial sources in much greater volume than other pollutants.&nbsp; If EPA applied the traditional &ldquo;cut-off&rdquo; for separating large sources from smaller ones &ndash; 250 tons of pollution per year &ndash; it would end up covering lots of much smaller sources of CO2 than anyone ever intended would have to meet the BACT requirement.&nbsp; So EPA has &ldquo;tailored&rdquo; its rules by setting a new, higher cut-off level for greenhouse gases.&nbsp; Last fall EPA proposed to set the threshold at 25,000 tons per year.&nbsp; After taking public comment on what kinds of sources emit what amounts of CO2, EPA determined that a 25,000 ton threshold would cover smaller sources than it originally thought and many more than it intended. &nbsp;</p>
<p>So EPA&rsquo;s final rules include higher thresholds and will take effect in several phases, starting with the biggest sources first.&nbsp; The program will start next year by applying only to sources that are already subject to BACT for other pollutants.&nbsp; If those sources also will increase emissions by 75,000 tons per year of CO2 (or the equivalent amount of another greenhouse gas), then BACT will be required for that pollutant too.&nbsp; And starting in July of next year, the program will also apply to some additional sources (i.e., ones without major emissions of other pollutants) if they will add 100,000 tons of CO2.&nbsp; (I will not explain all the permutations here; they are laid out in this <a href="http://www.epa.gov/nsr/documents/20100413fs.pdf">EPA fact sheet</a>.)&nbsp;</p>
<p>The second issue is when these BACT requirements should kick in.&nbsp; The Clean Air Act says they apply when a pollutant is &ldquo;subject to regulation&rdquo; under other provisions &ndash; in this case, the car standards.&nbsp; In March EPA issued a <a href="http://www.epa.gov/nsr/documents/psd_memo_recon_fs_032910.pdf">ruling</a> that the BACT requirement should start applying to greenhouse gases when the car standards start applying to new cars -- i.e., at the start of the 2012 model year in January 2011.&nbsp; That will give EPA, the states (which carry out the BACT requirement in most cases), and industry time to prepare for smooth implementation.</p>
<p>So why does my title refer to a &ldquo;Murky&rdquo; problem?&nbsp; For those of you who haven&rsquo;t figured it out already, I&rsquo;m referring to Senator Lisa Murkowski and her proposal to stop all efforts to curb carbon pollution.&nbsp; She has proposed to do this by vetoing EPA&rsquo;s December endangerment finding through a &ldquo;resolution of disapproval&rdquo; under the Congressional Review Act.</p>
<p>Senator Murkowski introduced her resolution in January.&nbsp; She is now said to be planning to call it up for a vote on the floor of the Senate next week &ndash; possibly on May 19th, the one-year anniversary of the White House <a href="http://switchboard.nrdc.org/blogs/ddoniger/clean_car_peace_treaty_at_whit.html">Clean Car Peace Treaty</a>, when a landmark agreement was reached by the President, the car makers, labor, the states, and environmentalists on the clean car standards I described above.&nbsp;</p>
<p>The rules allow her an up-or-down majority vote, with limited debate and no opportunity to filibuster.&nbsp; Counting herself, Senator Murkowski has 41 supporters (all the Republicans except Senators Olympia Snowe, Susan Collins, and Scott Brown, plus Democratic Senators Mary Landrieu, Ben Nelson, and Blanche Lincoln).&nbsp;</p>
<p>But she needs 51.&nbsp; Murkowski has been struggling to get more support because, as I&rsquo;ve explained <a href="http://switchboard.nrdc.org/blogs/ddoniger/seven_murkowski_mistakes_about.html">here</a>, the resolution puts Senators in the doubly awkward position of denying global warming science and stopping the clean car regulations that enjoy support from the entire auto industry and the United Auto Workers.</p>
<p>The EPA &ldquo;tailoring&rdquo; rule may be the Murkowski resolution&rsquo;s last straw, because it knocks the legs out of all the phony arguments that EPA is coming after <a href="http://switchboard.nrdc.org/blogs/ddoniger/its_hard_to_hide_an_oil_refine.html">mom and pop bakeries and hot dog stands</a>.&nbsp; Instead, EPA is focusing on the biggest polluters in the United States and asking them to do no more than apply the best available and affordable pollution controls, something that they&rsquo;ve done for decades on other pollutants.</p>
<p>Today&rsquo;s action should put an end to the fear-mongering, because it shows that EPA is doing its job under the Clean Air Act responsibly and thoughtfully, to protect public health and the environment from the dangers of global warming.&nbsp;</p>
<p>So next week, if Senator Murkowski asks for a vote, we hope and expect a majority of the Senate will vote her resolution down.</p>]]>
      
   </content>
</entry>
<entry>
   <title>Seven Murkowski Mistakes About the Clean Air Act and Global Warming</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/seven_murkowski_mistakes_about.html" />
   <id>tag:switchboard.nrdc.org,2010:/blogs/ddoniger//38.5174</id>
   
   <published>2010-01-25T16:25:17Z</published>
   <updated>2010-02-04T11:40:31Z</updated>
   
   <summary><![CDATA[In her recent floor speech attacking the Clean Air Act as a tool to protect Americans from global warming, Senator Lisa Murkowski made error after error on how the nation&rsquo;s most successful pollution control law works, how it will affect...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Moving Beyond Oil" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="1109" label="cleanairact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="363" label="cleancars" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="169" label="congress" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="4282" label="copenhagen" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="8885" label="energyandclimate" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="225" label="EPA" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="15" label="globalwarming" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1467" label="globalwarming pollution" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="8846" label="murkowski" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="829" label="supremecourt" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>In her recent <a href="http://murkowski.senate.gov/public/index.cfm?p=Speeches&amp;ContentRecord_id=25860bd3-b2cb-4a9f-bdda-7672132757ae&amp;ContentType_id=a254d6e4-28a1-416a-a475-cded48504549&amp;19760459-7424-403a-8038-666e11ddb515&amp;Group_id=59643e03-a6a4-4b6a-bc33-52e166e4c462">floor speech</a> attacking the Clean Air Act as a tool to protect Americans from global warming, Senator Lisa Murkowski made error after error on how the nation&rsquo;s most successful pollution control law works, how it will affect the country&rsquo;s biggest sources of heat-trapping carbon pollution, and what it means and does not mean for companies in her own state.&nbsp;</p>
<p>Senator Murkowski wants to overturn the Environmental Protection Agency&rsquo;s <a href="http://www.epa.gov/climatechange/endangerment.html">scientific finding</a> that global warming pollution is dangerous to Americans&rsquo; health and to their environment.&nbsp; She <a href="http://murkowski.senate.gov/public/index.cfm?p=PressReleases&amp;ContentRecord_id=7a4b5017-15eb-41ff-922b-6ae3975cbe87&amp;ContentType_id=b94acc28-404a-4fc6-b143-a9e15bf92da4&amp;Group_id=c01df158-d935-4d7a-895d-f694ddf41624">introduced a &ldquo;resolution of disapproval&rdquo;</a> that, if passed by both houses of Congress and signed by the president, would void the <a href="http://caselaw.lp.findlaw.com/scripts/getcase.pl?court=US&amp;vol=000&amp;invol=05-1120">Supreme Court&rsquo;s landmark 2007 global warming decision</a> and prohibit using the Clean Air Act to cut the carbon pollution that endangers our health and our environment.&nbsp;&nbsp;&nbsp;&nbsp;</p>
<p>The Clean Air Act has protected Americans from dangerous air pollution for 40 years.&nbsp; It has saved hundreds of thousands of lives, and it has protected our lakes, forests, national parks, and other natural treasures from untold damage.&nbsp; Now we&rsquo;re relying on this landmark law to help protect our health and natural resources from global warming.&nbsp;</p>
<p>Using the Clean Air Act to protect us from global warming requires nothing different than what we&rsquo;ve done for other kinds of pollution over the last four decades:&nbsp; Follow the science, act when pollution endangers our health and welfare, and use available and affordable emission controls to clean up the largest pollution sources &ndash; vehicles, power plants, and big factories.&nbsp; It&rsquo;s practical, effective, and affordable.&nbsp;</p>
<p>Here are seven major mistakes Senator Murkowski makes about the Clean Air Act and global warming.</p>
<p><em><strong>Mistake #1:&nbsp; The disapproval resolution &ldquo;has nothing to do with the science of global climate change.&rdquo;</strong></em></p>
<p>That&rsquo;s just wrong.&nbsp; The resolution of disapproval directly overturns EPA&rsquo;s science-based finding that global warming pollution is dangerous to Americans&rsquo; health and to their environment.&nbsp; This is like Congress vetoing the Surgeon-General&rsquo;s report that smoking causes lung cancer.&nbsp; Congress told EPA to put science at the heart of the regulatory process.&nbsp; Sen. Murkowski&rsquo;s resolution asks Senators to deny that science should drive clean air regulation.&nbsp;</p>
<p><em><strong>Mistake #2:&nbsp; &ldquo;The Clean Air Act was written by Congress to regulate criteria pollutants, not greenhouse gases.&rdquo;</strong> </em></p>
<p>That&rsquo;s also wrong.&nbsp; The Supreme Court held in <em><a href="http://caselaw.lp.findlaw.com/scripts/getcase.pl?court=US&amp;vol=000&amp;invol=05-1120">Massachusetts v. EPA</a> </em>that the Clean Air Act unambiguously covers <em>all</em> kinds of air pollutants, including greenhouse gases:&nbsp;</p>
<blockquote>
<p>The Clean Air Act's sweeping definition of &ldquo;air pollutant&rdquo; includes &ldquo;<em>any</em> air pollution agent or combination of such agents, including <em>any</em> physical, chemical ... substance or matter which is emitted into or otherwise enters the ambient air ... .&rdquo; &sect; 7602(g) (emphasis added). On its face, the definition embraces all airborne compounds of whatever stripe, and underscores that intent through the repeated use of the word &ldquo;any.&rdquo; Carbon dioxide, methane, nitrous oxide, and hydrofluorocarbons are without a doubt &ldquo;physical [and] chemical ... substance[s] which [are] emitted into ... the ambient air.&rdquo; The statute is unambiguous.</p>
</blockquote>
<p>The Supreme Court went on to say:&nbsp;</p>
<blockquote>
<p>If EPA makes a finding of endangerment, the Clean Air Act requires the agency to regulate emissions of the deleterious pollutant from new motor vehicles.</p>
</blockquote>
<p>That&rsquo;s the <a href="http://www.epa.gov/climatechange/endangerment.html">scientific finding</a> that EPA Administrator Lisa Jackson made in December, based on all the peer-reviewed evidence and hundreds of thousands of public comments.</p>
<p><em><strong>Mistake #3:&nbsp; Senator Murkowski says she doesn&rsquo;t want to block federal clean car standards, but that&rsquo;s what her resolution would do.</strong>&nbsp; </em></p>
<p>In a Rose Garden ceremony last May, President Obama announced an <a href="http://www.whitehouse.gov/the_press_office/Remarks-by-the-President-on-national-fuel-efficiency-standards">historic agreement on national clean car standards</a>, a <a href="http://switchboard.nrdc.org/blogs/ddoniger/clean_car_peace_treaty_at_whit.html">clean car peace treaty</a> bringing together the auto companies, labor, states, and environmentalists.&nbsp; Those standards will cut vehicles&rsquo; carbon pollution by 30 percent, save consumers billions at the gas pump, sharply reduce our dependence on foreign oil, and help the American auto industry rebuild by making cars and trucks that make sense for the 21st century.&nbsp;&nbsp;</p>
<p>Senator Murkowski <a href="http://murkowski.senate.gov/public/index.cfm?p=Speeches&amp;ContentRecord_id=cdd178a3-f5c9-4d56-91a0-d32d6c6522e8&amp;ContentType_id=a254d6e4-28a1-416a-a475-cded48504549&amp;19760459-7424-403a-8038-666e11ddb515&amp;Group_id=59643e03-a6a4-4b6a-bc33-52e166e4c462&amp;MonthDispla">has said before</a> that she does not want to block these clean car standards.&nbsp; But that is exactly what her resolution would do.&nbsp; By overturning the endangerment finding, the resolution directly prohibits EPA from setting those standards.</p>
<p>If the resolution passes, the auto companies will lose the benefits of national emission standards.&nbsp; They will have to meet state clean car standards in California and at least 13 other states.&nbsp; That&rsquo;s why the Alliance of Automobile Manufacturers and the United Auto Workers <a href="http://www.greencarcongress.com/2009/09/murkowski-20090924.html">opposed</a> the senator&rsquo;s first anti-Clean Air Act proposal last September.</p>
<p>No wonder Senator Murkowski was silent about clean cars when introducing her resolution last week.&nbsp; She knows what it would do to the clean car agreement, and she knows that makes no sense.</p>
<p><em><strong>Mistake #4:&nbsp; Contrary to Senator Murkowski, the Clean Air Act will not cover hotels, hospitals, and other small sources.</strong>&nbsp; </em></p>
<p>EPA is carefully limiting carbon controls to big power plants and industrial facilities &ndash; the same big sources that have long been subject to the Clean Air Act for other dangerous pollutants &ndash; and has no intention to put carbon controls on small sources.&nbsp; Yet Senator Murkowski perpetuates the <a href="http://switchboard.nrdc.org/blogs/ddoniger/its_hard_to_hide_an_oil_refine.html">myth</a> that hotels, hospitals, homes, and other small sources are in the cross-hairs.&nbsp;</p>
<p>For decades the Clean Air Act has had a &ldquo;new source review&rdquo; program to ensure that the largest new and expanded power plants and factories use modern technology to limit their dangerous emissions.&nbsp; A company that just keeps using its existing facilities is not affected, nor is any expansion project that does not increase emissions.&nbsp; But it&rsquo;s just common sense to make sure that when a company builds a new or expanded facility that <em>will </em>increase pollution, it should use modern technology to keep the emissions rise as small as reasonably possible.&nbsp;</p>
<p>Last September EPA <a href="http://www.epa.gov/NSR/fs20090930action.html">proposed to tailor</a> its existing rules to make sure that only the biggest pollution-increasing sources &ndash; ones like those already covered for conventional pollutants &ndash; will need new source review permits for greenhouse gases. &nbsp;EPA asked for public comment on a threshold of 25,000 tons per year of greenhouse gases &ndash; 100 times higher than the threshold for other pollutants.&nbsp; This reflects the fact that much more carbon dioxide is emitted than other pollutants.&nbsp;</p>
<p>The public comments show that <em>no one</em> wants small sources to come under the permitting rules.&nbsp; Environmental organizations support the tailoring rule and its focus on the big power plants and industrial facilities like those long covered for other pollutants.&nbsp; Many industries and states suggested that a higher threshold number &ndash; some suggested 50,000 or 100,000 tons &ndash; is needed to accomplish this goal.&nbsp; And so EPA may well include a higher emissions threshold in the final rules, with broad support from all sides.</p>
<p>Senator Murkowski conjures up a crisis starting at the end of March, when EPA is expected to issue the clean car standards.&nbsp; But nothing dramatic is likely to happen then.&nbsp; Many states told EPA that they will need time to change their own laws and regulations to adopt the final emissions threshold, and EPA is very likely to allow them more time in order to assure a smooth and workable transition.&nbsp;</p>
<p><em><strong>Mistake #5:&nbsp; Contrary to the senator, the courts are unlikely to force EPA to cover small sources.</strong> </em></p>
<p>Senator Murkowski says: &ldquo;When the final rule is issued, it will be challenged.&nbsp; I expect the courts will then reject it.&rdquo;&nbsp; But who is going to challenge the exemption of small sources?&nbsp; Not environmental organizations &ndash; they support the rule.&nbsp; Not small businesses &ndash; why would they challenge a rule that doesn&rsquo;t cover them?&nbsp;</p>
<p>So that leaves <a href="http://switchboard.nrdc.org/blogs/ddoniger/its_hard_to_hide_an_oil_refine.html">companies and trade associations</a> representing the big new sources that will have to use modern pollution controls for greenhouse gases, just as they already do for other pollutants.&nbsp; Will they sue because small sources are not covered?&nbsp; What court will listen to big sources make that complaint?</p>
<p>In any event, EPA is relying on established legal doctrines.&nbsp; For instance, courts recognize situations of administrative necessity &ndash; in this case, that permitting agencies simply cannot handle the workload without the change in the emissions threshold that excludes small sources.&nbsp;&nbsp;On these facts, what court will order EPA to cover small sources?</p>
<p><em><strong>Mistake #6:&nbsp; Senator Murkowski&rsquo;s &ldquo;Lower 48&rdquo; examples are power plants that broke today&rsquo;s rules for conventional pollutants, not greenhouse gases.</strong></em></p>
<p>Senator Murkowski claims power plants and industries in the Lower 48 will face a &ldquo;heavy economic burden&rdquo; if new source permitting covers greenhouse gases.&nbsp; But the three examples she gives &ndash; proposed new power plants in New Mexico, Kentucky, and Arkansas &ndash; are completely off-target.&nbsp;</p>
<p>First, these permits don&rsquo;t involve greenhouse gases at all &ndash; they&rsquo;re about <em>conventional</em> pollutants, like sulfur dioxide, particulates, and nitrogen oxide, that have been covered for decades. &nbsp;&nbsp;&nbsp;</p>
<p>Second, in each of these cases the state permitting agency failed to follow the long-established rules of the road.&nbsp; The state is supposed to set an emission limit based the &ldquo;best available control technology&rdquo; by considering the feasibility and cost of all control options, and eliminating those it finds aren&rsquo;t technically feasible or are too costly.&nbsp; The states didn&rsquo;t do that in these cases.&nbsp;</p>
<ul>
<li>In two instances, the states approved pulverized coal plants without evaluating the feasibility or cost of using Integrated Gasification Combined Cycle (&ldquo;IGCC&rdquo;), a coal-based power generation technology that would significantly reduce emissions of SO2, NOx, fine particles, and mercury.&nbsp; </li>
<li>In the third case, the state had failed to consider emission controls for dangerous fine particle emissions. &nbsp;</li>
</ul>
<p>Now the permit applicants and the state agencies have to correct their errors by considering the control measures they previously ignored.&nbsp; The states still have the option to reject those measures if the permitting agencies find them infeasible or too costly.&nbsp; But it is only fair to follow the rules, look at the full range of options, and accept or reject them after due consideration.</p>
<p>Thus, each of these decisions strikes a reasonable balance to ensure that public health is protected while economic growth occurs. &nbsp;And they have nothing to do with greenhouse gases.</p>
<p><em><strong>Mistake #7: Contrary to Senator Murkowski, the Clean Air Act will not block construction or operation of Alaskan pipelines and oil refineries. </strong></em></p>
<p>Senator Murkowski&rsquo;s most sweeping charges relate to her own state.&nbsp; EPA&rsquo;s regulations, she says, &ldquo;will hit my home state&rsquo;s energy sector particularly hard.&nbsp; The continued operation of existing businesses and future endeavors alike &ndash; including Alaska&rsquo;s three refineries, the Trans-Alaska Pipeline System, or TAPS, and the proposed Alaska Natural Gas Pipeline &ndash; will all be jeopardized.&rdquo;&nbsp; None of this is true.</p>
<p>Exhibit number 1 is the Flint Hills oil refinery near Fairbanks, which she says &ldquo;struggles to keep its jet fuel output at competitive rates&rdquo; and &ldquo;faces a relatively inelastic market in Alaska for its other fuel products.&rdquo;&nbsp; Senator Murkowski then says:&nbsp; &ldquo;The EPA will likely be unable, and in any event unwilling, to address these issues.&rdquo;&nbsp;</p>
<p>There are four reasons why her conclusion is wrong.&nbsp;</p>
<ul>
<li>First, Flint Hills&rsquo; current operations aren&rsquo;t affected, because refineries, power plants, and other facilities don&rsquo;t need new source permits to continue their current operations.&nbsp; </li>
<li>Second, if Flint Hills wants to expand its output of jet fuel or other products, it won&rsquo;t need a new source permit for greenhouse gases unless pollution levels are going to go up.&nbsp; Many refinery improvements &ndash; de-bottlenecking and efficiency projects, for example &ndash; increase output without increasing emissions, and these will be unaffected. </li>
<li>Third, if the Flint Hills refinery, or any other company, proposes a new plant or an expansion project that <em>will</em> increase emissions, it&rsquo;s very likely to need a new source permit anyway under the longstanding rules for conventional pollutants like hydrocarbons or NOx.&nbsp; </li>
<li>Finally, just as for any other pollutant, if measures to cut the greenhouse gas emissions of a new plant or an expansion project are not available or are too costly, the permitting agency will not have to require them.&nbsp; All the Clean Air Act requires is control measures that are feasible and affordable.&nbsp; </li>
</ul>
<p>So much for the threat to Flint Hills or other plants.&nbsp; Now let&rsquo;s look at Senator Murkowski&rsquo;s claim that construction and operation of the proposed Alaska Natural Gas Pipeline would be &ldquo;significantly hobbled by the EPA.&rdquo;&nbsp; The reason, she says, is that &ldquo;[t]here is no known best available control technology&rdquo; for reducing CO2 emissions from the pipeline&rsquo;s compressor stations.</p>
<p>If the senator were correct that there are no control options for the new pipeline&rsquo;s compressor stations, then no controls would be required.&nbsp; Once again, if the permitting agency concludes, after considering the options, that CO2-reducing measures are infeasible or too costly, then none will be imposed.&nbsp;</p>
<p>But in fact there <em>are</em> good options for reducing compressor stations&rsquo; CO2 emissions, such as by capturing wasted energy for electricity generation.&nbsp; According to <a href="http://www.aga.org/NR/rdonlyres/86B57B84-FA75-40F2-B8E1-9289A7C28BD0/0/0903WELLINGHOFF.PDF">Chairman Jon Wellinghoff</a> of the Federal Energy Regulatory Commission (hats off to <a href="http://www.grist.org/article/2010-01-21-murkowskis-floor-speech-on-epa-regulations-was-full-of-deception">Dave Roberts</a> for noting this): &nbsp;</p>
<blockquote>
<p>FERC has begun moving down the path of wringing every ounce of efficiency out of the interstate pipeline system. For example, it has been estimated that between 10 and 15 gigawatts of energy could be recovered from our natural gas pipeline system through electricity generation from waste heat recovery at compressor stations and pressure recovery at pressure let-down points. There are at least 12 projects in North America at which four interstate pipeline companies are, or will be, providing compressor engine waste heat for the generation of electricity.</p>
</blockquote>
<p>These are reasonable measures at least to consider in the permitting process for the new natural gas pipeline.&nbsp; If there is some reason they won&rsquo;t work in Alaska, they won&rsquo;t be required.</p>
<p>Everything Senator Murkowski says about the economic importance of these refineries and pipelines is true.&nbsp; But none of that is imperiled by the Clean Air Act.&nbsp; All that it requires in Alaska, and in the rest of the country, is that we build and operate our energy facilities with available and affordable measures to cut the pollution that threatens our health and environment.&nbsp;</p>
<p>* * *</p>
<p>The Clean Air Act has produced enormous public health and environmental benefits for 40 years.&nbsp; Let&rsquo;s not stop it now.</p>
<p>And let&rsquo;s not use mistaken claims about the Clean Air Act as an excuse for delay on comprehensive energy and climate legislation.&nbsp; <a href="http://murkowski.senate.gov/public/index.cfm?p=Speeches&amp;ContentRecord_id=25860bd3-b2cb-4a9f-bdda-7672132757ae&amp;ContentType_id=a254d6e4-28a1-416a-a475-cded48504549&amp;19760459-7424-403a-8038-666e11ddb515&amp;Group_id=59643e03-a6a4-4b6a-bc33-52e166e4c462">Senator Murkowski says she wants such legislation</a>, but she has rejected every climate bill put forward in this Congress and offered nothing of her own except to attack the only effective tool already in place.&nbsp;</p>
<p>Instead of moving backwards, Senator Murkowski should roll up her sleeves and join the <a href="http://www.nrdc.org/media/2009/091210.asp">bipartisan efforts now underway</a> to craft a comprehensive bill that creates jobs, reduces dependence on foreign oil, and cuts the carbon pollution that threatens Americans&rsquo; health and welfare.</p>]]>
      
   </content>
</entry>
<entry>
   <title>LIVE CHAT on EPA Determination that Global Warming Pollution Endangers Public Health</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/live_chat_on_epa_determination.html" />
   <id>tag:switchboard.nrdc.org,2009:/blogs/ddoniger//38.3153</id>
   
   <published>2009-04-20T18:57:40Z</published>
   <updated>2009-04-30T15:18:30Z</updated>
   
   <summary>Join David Doniger, NRDC&apos;s chief global warming attorney, at 1 p.m. Eastern today, April 20, for a special online chat. Doniger will take questions on Friday&apos;s official determination by the EPA that global warming pollution endangers public health, and the...</summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="6126" label="americancleanenergyandsecurityact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1109" label="cleanairact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="6125" label="endangerment" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5910" label="energyandclimate2009" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="225" label="EPA" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="15" label="globalwarming" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="6157" label="greenchat" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="12" label="pollution" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>Join David Doniger, NRDC's chief global warming attorney, at <strong>1 p.m. Eastern today, April 20</strong>, for a special online chat. Doniger will take questions on Friday's <a href="http://www.nrdc.org/media/2009/090417.asp">official determination</a> by the EPA that global warming pollution <a href="http://switchboard.nrdc.org/blogs/ddoniger/terms_of_endangerment.html">endangers public health</a>, and the implications of that decision for regulating greenhouse gas emissions.</p>
<p>Submit your questions via the comments form in the application below once the chat starts. You can also participate via Twitter using the hashtag <a href="http://search.twitter.com/search?q=%23greenchat">#greenchat</a>.</p>
<p><iframe src="http://www.coveritlive.com/index2.php/option=com_altcaster/task=viewaltcast/altcast_code=78984991f1/height=550/width=470" height="550" width="470" scrolling="no" frameBorder="0">&amp;amp;amp;amp;lt;a href="http://www.coveritlive.com/mobile.php?option=com_mobile&amp;amp;amp;amp;amp;task=viewaltcast&amp;amp;amp;amp;amp;altcast_code=78984991f1" mce_href="http://www.coveritlive.com/mobile.php?option=com_mobile&amp;amp;amp;amp;amp;amp;task=viewaltcast&amp;amp;amp;amp;amp;amp;altcast_code=78984991f1" &amp;amp;amp;amp;gt;Live Chat with David Doniger on EPA Endangerment Finding&amp;amp;amp;amp;lt;/a&amp;amp;amp;amp;gt;</iframe></p>]]>
      
   </content>
</entry>
<entry>
   <title>Terms of Endangerment: EPA to Cut Global Warming Pollution</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/terms_of_endangerment.html" />
   <id>tag:switchboard.nrdc.org,2009:/blogs/ddoniger//38.3143</id>
   
   <published>2009-04-17T16:06:00Z</published>
   <updated>2009-04-27T12:24:02Z</updated>
   
   <summary><![CDATA[At long last, the Environmental Protection Agency today officially recognized that the carbon pollution from our cars and power plants leads to killer heat waves, stronger hurricanes, higher smog levels, and many other direct and indirect threats to human health.&nbsp;...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="6126" label="americancleanenergyandsecurityact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1109" label="cleanairact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="6125" label="endangerment" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5910" label="energyandclimate2009" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="225" label="EPA" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="15" label="globalwarming" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="12" label="pollution" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>At long last, the Environmental Protection Agency today <a href="http://www.nrdc.org/media/2009/090417.asp">officially recognized</a> that the carbon pollution from our cars and power plants leads to killer heat waves, stronger hurricanes, higher smog levels, and many other direct and indirect threats to human health.&nbsp;</p>
<p>With this step, the Obama administration has gone a long way to restore respect for both science and law. The era of defying science and the Supreme Court has ended.&nbsp;</p>
<blockquote>
<p><strong>SPECIAL NRDC LIVE CHAT: Join David Doniger for a live online discussion about the EPA's endangerment determination on Monday, April 20, at 1 p.m. Eastern here on NRDC's Switchboard blog. <a href="http://switchboard.nrdc.org/blogs/ddoniger/live_chat_on_epa_determination.html">Click here to join the chat</a>.<br /></strong></p>
</blockquote>
<p>Administrator Lisa Jackson issued an "endangerment determination" under the Clean Air Act -- a finding that carbon dioxide and other heat-trapping air pollutants "may reasonably be anticipated to endanger public health or welfare" and that motor vehicle emissions of those pollutants "contribute" to that dangerous air pollution.</p>
<p>Jackson's EPA and the Obama White House actually have acted quite quickly, producing the endangerment determination less than 90 days into the new president's term.&nbsp; But it has been a long wait.&nbsp; The simple acknowledgment that global warming pollution is dangerous to our health and our environment proved to be too much for the Bush administration. &nbsp;Eight years of scientific and legal denial -- our "little ice age" in Washington -- are finally over (see my previous post "<a href="http://switchboard.nrdc.org/blogs/ddoniger/see_no_email.html">See No Email</a>").&nbsp;&nbsp;</p>
<p>Ten years ago, in the Clinton administration, EPA's general counsel <a href="http://www.law.umaryland.edu/faculty/bpercival/casebook/documents/EPACO2memo1.pdf">ruled</a> that CO2 is an air pollutant just like any other air pollutant, and is subject to regulation under the Clean Air Act -- the nation's most effective environmental law -- if the administrator makes an endangerment determination.&nbsp; But in 2003 the Bush EPA revoked that legal ruling and announced that the Clean Air Act simply does not apply to global warming pollution from motor vehicles.&nbsp; The next year, EPA took the same position on global warming pollution from power plants.&nbsp;</p>
<p>NRDC played a leading role in a grand coalition of states and environmental organizations that challenged the EPA rulings.&nbsp; It took a while, but in 2007 the Supreme Court issued a landmark ruling, <em><a href="http://www.supremecourtus.gov/opinions/06pdf/05-1120.pdf">Massachusetts v. EPA</a></em>,<em> </em>flatly rejecting the Bush administration's position.&nbsp; The Court ruled that CO2 and other greenhouse gases from motor vehicles are air pollutants.&nbsp; The Court further held that EPA must determine, based on scientific considerations alone, whether those emissions are dangerous to health or welfare, and if so, issue standards to cut their emissions from new cars with available technology.&nbsp;</p>
<p>Today EPA has issued a bullet-proof scientific review, based on reports from the Nobel prize-winning Intergovernmental Panel on Climate Change, the National Academy of Sciences, and a host of other studies.&nbsp; The EPA review catalogues the full range of human health and environmental harms attributable to global warming pollution.</p>
<p>The endangerment determination issued today has important consequences.&nbsp; It requires EPA to follow up with standards under the Clean Air Act to curb emissions of carbon dioxide and other heat-trapping pollutants from new cars.&nbsp;&nbsp;While EPA has not said exactly what it will do and when, there are strong indications the administration is working on a plan to issue national standards for vehicles that equal or exceed those set by California (<a href="http://switchboard.nrdc.org/blogs/ddoniger/smile_and_waive.html">"Smile and Waive"</a> ) -- that would be a great achievement.</p>
<p>EPA also will soon have to address whether power plants' CO2 emissions "contribute" in the same way to dangerous global warming pollution.&nbsp; Since power plants are responsible for twice as much heat-trapping emissions as cars, the answer is obvious.&nbsp;</p>
<p>To be sure, today's announcement is a proposal, and everyone - including the dwindling ranks of climate deniers - will have a chance to comment on EPA's scientific conclusions.&nbsp; The final determination will likely be issued in conjunction with the final national vehicle standards next year.&nbsp; But given the state of the science, there's not the slightest doubt about the outcome.&nbsp;</p>
<p>The Chamber of Commerce and others will claim that using the Clean Air Act against global warming pollution will lead to economic disaster. &nbsp;But those are just scare tactics (see "<a href="http://switchboard.nrdc.org/blogs/ddoniger/the_phony_train_wreck.html">The Phony 'Train Wreck</a>'").&nbsp;</p>
<p>We have the technology to cut global warming pollution from our cars, power plants, and other sources, mainly by making and using energy more efficiently, and by adopting renewable and cleaner energy sources.&nbsp; The energy technology revolution will help our economy recover, create millions of green jobs, save consumers billions of dollars, and cut our dangerous dependence on foreign oil.</p>
<p>NRDC salutes President Obama and Administrator Jackson for their actions to tackle global warming.&nbsp; We will work with them to carry out the existing Clean Air Act, and we'll work with them and with leaders in Congress, including Henry Waxman and Ed Markey, to enact comprehensive new climate legislation ("<a href="http://switchboard.nrdc.org/blogs/ddoniger/first_read_of_the_waxmanmarkey.html">'First Read'</a>").&nbsp;</p>
<p>The climate is too big to be allowed to fail.</p>]]>
      
   </content>
</entry>
<entry>
   <title>The Latest Auto Bailout Plans II - So What Did We Find?</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/the_latest_auto_bailout_plans_1.html" />
   <id>tag:switchboard.nrdc.org,2009:/blogs/ddoniger//38.2772</id>
   
   <published>2009-02-20T23:18:59Z</published>
   <updated>2009-03-06T04:55:11Z</updated>
   
   <summary><![CDATA[A few days ago, on the eve of the auto companies' submittal of their latest restructuring plans, I wrote about what to look for in terms of commitments to meet higher standards for global warming emissions and fuel economy.&nbsp; Now...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Moving Beyond Oil" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="46" label="autoindustry" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="179" label="CAFE" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="157" label="california" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="363" label="cleancars" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="169" label="congress" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="225" label="EPA" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5646" label="EPA waiver" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="15" label="globalwarming" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5645" label="obama administration" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="215" label="oildependence" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>A few days ago, on the eve of the auto companies' submittal of their latest restructuring plans, I wrote about <a href="http://switchboard.nrdc.org/blogs/ddoniger/the_latest_auto_bailout_plans.html">what to look for</a> in terms of commitments to meet higher standards for global warming emissions and fuel economy.&nbsp; Now that GM and Chrysler have filed their plans with the Treasury, let's see what they said.</p>
<p><strong>GM</strong>&nbsp;</p>
<p>General Motors' <a href="http://www.treas.gov/initiatives/eesa/agreements/auto-reports/GMRestructuringPlan.pdf">plan</a>, which asks for $22.5 to 30 billion dollars in federal loans, had this to say about emissions and fuel economy standards (pp.21-22):&nbsp;</p>
<blockquote>
<p>[T]he Company has complied with Federal fuel economy rules since their inception in 1978, and is fully committed to meeting the requirements in the 2007 Energy Independence and Security Act (which specifies the 2020 fuel economy requirement). Going forward, the Company will work closely with the Administration on future requirements, and work to meet them in the most cost effective way. Compliance with other regulatory schemes, including the California CO2 program, will be addressed as any such programs are finalized. General Motors will work with the Administration, and others, to develop any changes needed to the Company's product and financial plans to meet such additional requirements.</p>
</blockquote>
<p>The last two sentences are intriguing.&nbsp; In place of GM's former just-say-no stance on California's global warming emission standards, now the company pledges that compliance with those standards "will be addressed as any such programs are finalized."&nbsp; And the company pledged to "work with the Administration, and others" (Who could that be?&nbsp; California? &nbsp;Environmental organizations?) "to develop any changes needed to the Company's product and financial plans to meet such additional requirements."&nbsp;</p>
<p>The <em>Wall</em> <em>Street</em> <em>Journal</em> characterized the company's new tone this way:&nbsp; "<a href="http://blogs.wsj.com/environmentalcapital/2009/02/18/general-motors-maybe-we-can-live-with-california-emission-rules/">General Motors: Maybe We Can Live With California Emission Rules</a>."&nbsp; The <em>Journal </em>said that GM "appears to have softened resistance to government fuel-economy standards" and "hinted it might be open to California regulating auto emissions after all."&nbsp; &nbsp;</p>
<p>We'll have to see about that.&nbsp; In a subsequent conversation with NRDC, GM's chief Rick Waggoner reiterated his desire for a single national standard, but said the $64,000 question is what that would be. &nbsp;As I reported, an <a href="http://docs.nrdc.org/energy/files/ene_08120801a.pdf">analysis</a> of automakers' previous restructuring plans, prepared by my colleague Roland Hwang, found that the companies are now positioned to comply with California's standards if they were extended to apply nationwide.&nbsp; GM's officials quibble with that conclusion, but say they want to talk.&nbsp; We'll keep pressing.&nbsp;</p>
<p><strong>Chrysler&nbsp;</strong></p>
<p>Chrysler's <a href="http://www.treas.gov/initiatives/eesa/agreements/auto-reports/ChryslerRestructuringPlan.pdf">plan</a>, which seeks another $5 billion in loans,&nbsp;also seems to have softened the company's stance against to the California standards - at least in tone.&nbsp; Chrysler's report says this (p.116):&nbsp;</p>
<blockquote>
<ul>
<li>California and thirteen other states have adopted greenhouse gas vehicle emissions standards ("AB 1493 standards") that require increases in fuel economy. These states comprise about 50% of the domestic car market.</li>
<li>If the US Environmental Protection Agency allows these states to enforce the AB 1493 standards, Chrysler will try its best to comply using available technology, however as a last resort it may be necessary to restrict sales of certain vehicle models in those states. The ultimate effect of the California standards on Chrysler's product plans depends on a number of developments, as indicated in the Appendix.</li>
</ul>
</blockquote>
<p>Chrysler now says that if EPA approves the California waiver, it will "try its best to comply using available technology."&nbsp; The company does say that "as a last resort it may be necessary to restrict sales of certain vehicle models in those states," but this is a step back from Chrysler's shrill claims of doom and gloom two years ago, in the auto industry's <a href="http://www.foxnews.com/story/0,2933,296707,00.html">unsuccessful lawsuits</a> to block the California standards. &nbsp;</p>
<p>There's more to explore with Chrysler too.&nbsp; The last sentence mentions an appendix that explores "a number of developments" that will shape the effect on Chrysler's product plans, but that appendix was not made public.&nbsp; We'd like to know what it says.</p>
<p>So, do the plans show some movement?&nbsp; Maybe.&nbsp; As I told the <em><a href="http://blogs.wsj.com/environmentalcapital/2009/02/18/general-motors-maybe-we-can-live-with-california-emission-rules/">Wall Street Journal</a></em>:&nbsp; "If you have your hand out for federal dollars, it is harder to thumb your nose at these requirements as they used to."&nbsp; But we still need to see if the movement is real.&nbsp;</p>
<p>The solution is in still their hands.&nbsp; All they have to do is agree to meet standards that deliver emissions and fuel economy at least equal to applying California's standards nationwide.</p>]]>
      
   </content>
</entry>
<entry>
   <title>The Latest Auto Bailout Plans – What to Look For</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/the_latest_auto_bailout_plans.html" />
   <id>tag:switchboard.nrdc.org,2009:/blogs/ddoniger//38.2740</id>
   
   <published>2009-02-17T22:58:55Z</published>
   <updated>2009-03-06T04:55:11Z</updated>
   
   <summary><![CDATA[General Motors and Chrysler are expected to submit "restructuring plans" later today under the terms of the multi-billion dollar loans from the outgoing Bush administration under the "troubled asset relief program" (TARP).&nbsp;&nbsp; The loans were provided to enable the companies...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Moving Beyond Oil" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="46" label="autoindustry" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="179" label="CAFE" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="157" label="california" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="363" label="cleancars" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="169" label="congress" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="225" label="EPA" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5646" label="EPA waiver" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="15" label="globalwarming" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5645" label="obama administration" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="215" label="oildependence" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>General Motors and Chrysler are expected to submit "restructuring plans" later today under the terms of the multi-billion dollar loans from the outgoing Bush administration under the "troubled asset relief program" (TARP).&nbsp;&nbsp;</p>
<p>The loans were provided to enable the companies "to develop a viable and competitive business that minimizes adverse effects on the environment" (see p. 1 of the <a href="http://www.treas.gov/initiatives/eesa/agreements/GM%20Agreement%20Dated%2031%20December%202008.pdf">GM loan agreement</a>, for example).&nbsp; There's been a lot of attention, and rightly so, to the steps they'll take to reduce costs, discontinue certain brands, and adjust their market shares.&nbsp; But the loan agreements also require the companies to show in their restructuring plans how they will "comply with applicable federal fuel efficiency and emissions requirements" (GM agreement, p. 54).</p>
<p>The handwriting is on the wall that the "applicable federal fuel efficiency and emissions requirements" are likely to become stronger, and soon.&nbsp;</p>
<p>As I described <a href="http://switchboard.nrdc.org/blogs/ddoniger/cleaner_cars_the_race_to_the_top.html">here</a>, on January 26th President Obama put the nation on a new path towards cleaner, more efficient cars by&nbsp;directing his agencies to review two key Bush administration decisions on auto standards.&nbsp; As a result, the Environmental Protection Agency is likely to give California the green light - denied under the Bush administration - to enforce its landmark greenhouse gas emission standards for new cars and light trucks.&nbsp; And the Department of Transportation is expected to strengthen the lax fuel economy standards proposed during the previous administration.&nbsp;</p>
<p>Expectations for higher emissions and fuel economy standards have been rising in Congress as well.&nbsp; As Speaker Nancy Pelosi and House Financial Services Committee Chairman Barney Frank wrote in a <a href="http://speaker.house.gov/newsroom/pressreleases?id=1005">February 13th letter</a> to GM and Chrysler, their restructuring plans need to include:</p>
<blockquote>
<p>A demonstration of your ability to achieve or exceed the fuel efficiency requirements set forth in the Energy Independence and Security Act of 2007, and the emissions standards adopted by California and other states, if they receive Federal approval, and become a long-term global leader in the production of fuel-efficient and advanced technology vehicles.</p>
</blockquote>
<p>Meeting the California standards is well within the companies' reach.&nbsp; An <a href="http://docs.nrdc.org/energy/files/ene_08120801a.pdf">analysis</a> of GM's and Ford's plans submitted to Congress last November, prepared by my colleague Roland Hwang, shows that they are now positioned to comply with California's greenhouse gas standards if they were extended to apply nationwide.</p>
<p>GM's and Chrysler's new reports are likely to complain again about a "patchwork" of environmental standards.&nbsp; They will say they want uniform national standards.&nbsp;</p>
<p>A nationally uniform solution is in their hands.&nbsp; All they have to do is agree to meet federal emission and mileage standards that deliver performance at least equal to applying California's standards nationwide.&nbsp; Let's see if that is in their reports.</p>]]>
      
   </content>
</entry>
<entry>
   <title>Facts Are Stupid Things</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/facts_are_stupid_things.html" />
   <id>tag:switchboard.nrdc.org,2008:/blogs/ddoniger//38.870</id>
   
   <published>2008-01-08T17:30:00Z</published>
   <updated>2008-08-24T17:36:51Z</updated>
   
   <summary><![CDATA[John Adams, our second president, famously said: &quot;Facts are stubborn things.&quot; In a 1988 slip of the tongue, Ronald Reagan said: &quot;Facts are stupid things.&quot; For the Bush administration, the slip of the tongue has been going on for seven...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Moving Beyond Oil" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="U.S. Law and Policy" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="157" label="california" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1350" label="CARB" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="363" label="cleancars" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="225" label="EPA" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1467" label="globalwarming pollution" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="306" label="globalwarminglaw" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>John Adams, our second president, famously said: &quot;Facts are stubborn things.&quot; In a 1988 slip of the tongue, Ronald Reagan <a href="http://www.reagan.utexas.edu/archives/speeches/1988/081588b.htm">said</a>: &quot;Facts are stupid things.&quot; For the Bush administration, the slip of the tongue has been going on for seven years.</p><p>Here&#39;s the latest from the fact-free zone. Last month, when denying California the right to set its own standards for global warming pollution from new cars and SUVs (see my <a href="http://switchboard.nrdc.org/blogs/ddoniger/the_great_galvanizer.html">previous&nbsp;post</a>), Bush&#39;s EPA administrator, Stephen Johnson, claimed California&#39;s global warming standards are <em>weaker</em> than the fuel economy standard in the newly enacted energy bill.</p><p>In his December 19th get-lost <a href="http://www.epa.gov/otaq/climate/20071219-slj.pdf">letter</a> to Gov. Arnold Schwarzenegger, Johnson wrote: &quot;I strongly support this national approach to this national challenge which establishes an aggressive standard of 35 miles per gallon for all 50 states, as opposed to 33.8 miles per gallon in California and a patchwork of other states.&quot;</p><p>Huh? If California&#39;s standards are weaker, then why are the car companies so opposed to them?</p><p>Well, for starters, Johnson was comparing apples and oranges. He was comparing the federal miles per gallon (mpg) standard for <em>2020</em> with the mpg level he attributed to the California emissions standards for <em>2016</em>. </p><p>That might be okay in fantasy baseball.&nbsp; It may be&nbsp;fun to ask if Babe Ruth could have hit 60 home runs against today&#39;s pitching.&nbsp; But the EPA administrator shouldn&#39;t be playing fantasy carbon regulation.</p><p>In fact, lined up year-by-year, the California standards are always stronger.&nbsp; This is true&nbsp;whether you are comparing them on the basis of greenhouse gas reductions or mileage.&nbsp; And it is true whether you are looking at California alone, or the nation as a whole.</p><p>As Mary Nichols, chairwoman of the California Air Resources Board, <a href="http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/01/03/MN7HU850E.DTL">put it</a>: &quot;[The] California standards start earlier, go faster ... and the end points are more stringent.&quot;</p><p>Let&#39;s look more closely at Johnson&#39;s math. The EPA administrator supplied no documentation for his calculations. (My high-school son can&#39;t get away with that when he turns in his math homework.) In contrast, the California Air Resources Board (CARB) prepared its own <a href="http://www.arb.ca.gov/cc/ccms/ab1493_v_cafe_study.pdf">fully-documented comparison</a> of the California emission standards and the federal mileage standards.</p><p>CARB&#39;s analysis compares apples to apples, matching up&nbsp;the California global warming standards and federal mileage standards year for year. No more comparing federal standards for 2020 with state standards for 2016.</p><p>Now the new energy law says the mileage standard must reach at least 35 miles per gallon by 2020, but doesn&#39;t spell out the mileage standards for the intervening years. The federal Department of Transportation (DOT) still has to write the miles per gallon standards for 2011 through 2019. So to fill this gap, CARB assumes that the federal DOT will increase the mileage standards proportionally each year. In that case, CARB calculates that the federal standard will be only <em>29.6</em> mpg in 2016.</p><p>Last time I checked, 33.8 was bigger than 29.6.&nbsp; </p><p><em>Ka-ching!</em></p><p>(CARB actually found a small difference between its estimate of the mpg value of its 2016 standards (33.1 mpg) and the number ascribed to the California standards in EPA administrator Johnson&#39;s letter (33.8 mpg).&nbsp; As I said earlier, because Johnson didn&#39;t &quot;show his work,&quot; no one knows how he got his number.&nbsp; But whether equivalent to 33.1 or 33.8, the California global warming standards beat 29.6.)</p><p>CARB then translated the federal mileage standards into reductions in global warming pollution and compared them in the years through 2016.&nbsp; CARB did this first for California&#39;s vehicle fleet.&nbsp;&nbsp; </p><p>CARB found that in California, the state&#39;s standards reduce global warming pollution <em>more than twice as much</em> as the federal standards in 2016. Looking at cumulative reductions from 2009 through 2016, California&#39;s standards cut heat-trapping gases <em>three times as much</em> as the federal standards.</p><p><em>Ka-ching!</em></p><p>That&#39;s for the fleet mix in California, which has more cars than SUVs and other light trucks (70 percent cars, 30 percent light trucks). You get the same result for the national fleet mix (50 percent cars, 50 percent light trucks). If applied across the country, in 2016 the California standards would cut heat-trapping gases <em>75 percent more</em> than the federal mileage standards.</p><p><em>Ka-ching!</em></p><p>California doesn&#39;t stop in 2016. CARB has announced plans to strengthen its standards through 2020 (<a href="http://www.climatechange.ca.gov/climate_action_team/reports/2006-04-03_FINAL_CAT_REPORT.PDF">here</a>, p.45). CARB&#39;s current analysis shows that California&#39;s 2020 standards will vastly outperform the federal mpg standard in 2020 as well, reducing global warming pollution nearly <em>75 percent more</em> based on the California fleet mix, and nearly <em>60 percent more</em> if applied nationally.</p><p><em>Ka-ching!</em></p><p>For good measure, CARB converted its own global warming standards into miles per gallon. California comes out way ahead this way too:</p><p><img src="http://switchboard.nrdc.org/blogs/ddoniger/media/ScreenSnapz_donigertables.jpg" alt="table comparing auto-mileage standards" width="431" height="273" /></p><p><em>Ka-ching!</em></p><p>Well, let&#39;s go back to EPA administrator Johnson&#39;s fuzzy math.</p><p>Slips of the tongue happen (even in a written letter). But even after being called on his mistakes, Johnson didn&#39;t take the opportunity to correct himself. Instead, Johnson had his spokesman <em><a href="http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2008/01/03/MN7HU850E.DTL">repeat</a></em> his bogus 2020-vs.-2016, 35-vs.-33.8 comparison when the state and environmental coalition <a href="http://www.nytimes.com/2008/01/03/us/03suit.html?ref=science">took him to court </a>on January 2nd.</p><p>Once is a slip. Twice is deliberate.</p><p>EPA administrator Steven Johnson is a trained scientist. Scientists are supposed to be able to count. Scientists are supposed to have a respect for facts. Facts are not supposed to be stupid things.</p>]]>
      
   </content>
</entry>
<entry>
   <title>The Great Galvanizer</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/the_great_galvanizer.html" />
   <id>tag:switchboard.nrdc.org,2008:/blogs/ddoniger//38.857</id>
   
   <published>2008-01-02T18:00:00Z</published>
   <updated>2009-03-06T04:50:59Z</updated>
   
   <summary>Seven years ago, incoming President Bush brashly withdrew America from the international effort to stop global warming. Then national security advisor Condaleeza Rice told European diplomats that the Kyoto treaty was dead. That only galvanized the rest of the world...</summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="U.S. Law and Policy" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="1318" label="ab1493" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="157" label="california" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1109" label="cleanairact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="363" label="cleancars" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5646" label="EPA waiver" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1467" label="globalwarming pollution" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="306" label="globalwarminglaw" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>Seven years ago, incoming President Bush brashly withdrew America from the international effort to stop global warming. Then national security advisor Condaleeza Rice told European diplomats that the Kyoto treaty was <a href="http://query.nytimes.com/gst/fullpage.html?res=9E07E3DE103FF932A35757C0A9679C8B63&amp;sec=&amp;spon=&amp;partner=permalink&amp;exprod=permalink">dead</a>. That only galvanized the rest of the world to see the treaty through. By the end of Bush&rsquo;s first year in office, some 180 nations <a href="http://news.bbc.co.uk/1/low/sci/tech/1652174.stm">overcame their differences</a> and agreed on the final touches of Kyoto without us.</p><p>The great galvanizer is busy again, this time uniting America&rsquo;s governors in common cause to defend California&rsquo;s landmark clean car standards. Seventeen other states have joined California in its bid to cut the heat-trapping emissions of new cars, SUVs, and pick-ups 30 percent by 2016, making these standards the most effective step yet taken to curb U.S. global warming pollution. But just a few days before Christmas, Bush&rsquo;s EPA administrator, Stephen Johnson, told Gov. Arnold Schwarzenegger that his clean car standards were <a href="http://www.epa.gov/otaq/climate/20071219-slj.pdf">dead</a>. Hell hath no fury like <a href="http://www.environmentalleader.com/2007/12/20/states-line-up-to-sue-epa-over-emissions-waiver-rejection/">governors and attorneys-general&nbsp;scorned</a>.</p><p>So today, an unprecedented alliance of red and blue states, joined by NRDC and others environmental partners, is going to court to get the feds out of their way. In suits filed in San Francisco, the state and environmental coalition is asking the U.S. Court of Appeals for the Ninth Circuit to overturn the Bush administration&rsquo;s attempt to veto the California standards.&nbsp; (In addition to California, the states are:&nbsp; Arizona, Connecticut, Delaware, Illinois, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington.&nbsp; In addition to NRDC, the environmental partners are: &nbsp;Sierra Club, Environmental Defense Fund, Conservation Law Foundation, and the International Center for Technology Assessment.) </p><p>Blocking California&rsquo;s global warming standards is a desperate final act of denial from an administration with just one year left to live. Ironically, the Bush team&rsquo;s greatest legacy is to unify other leaders, at home and abroad, on the need for real action to cut global warming pollution.</p><p>So here&rsquo;s the background:</p><p>After extensive testimony, the California legislature determined in 2002 that global warming is causing &ldquo;compelling and extraordinary impacts&rdquo; on the Golden State &ndash; melting the snowpack which serves as the state&rsquo;s water supply, raising health-endangering smog levels, increasing the chances for catastrophic wildfires, and causing other serious harms. The legislature passed <a href="http://www.arb.ca.gov/cc/ab1493.pdf">a landmark law </a>directing the California Air Resources Board to set the &ldquo;maximum feasible and cost-effective&rdquo; standards for emissions of carbon dioxide and three other heat-trapping pollutants from new motor vehicles.</p><p>California acted under special authority it has had since 1967 as <a href="http://www8.nationalacademies.org/onpinews/newsitem.aspx?RecordID=11586">the only state </a>allowed by the federal Clean Air Act to set its own vehicle emission standards. All California needs from the U.S. EPA is a normally-routine waiver that has been granted more than <a href="http://www.arb.ca.gov/cc/factsheets/ccfaq.pdf">50</a> times over the past four decades, and has never before been denied.</p><p>In 2004 the California Air Resources Board adopted standards that take effect in model year 2009 and ramp up to a 30 percent reduction in global warming pollution by model year 2016. California asked EPA for its waiver in <a href="http://www.arb.ca.gov/cc/factsheets/ccfaq.pdf">2005</a>.</p><p>In 2006 and 2007, 17 other states adopted or set the wheels in motion to adopt the California standards. To date, 12 states are fully onboard: Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Pennsylvania, Rhode Island, Oregon, Vermont, Washington. In five others states, the governors have directed their environmental agencies to adopt the same standards: Arizona, Colorado, Florida, Iowa, and Utah.&nbsp;Together with California, these states represent nearly half of all new vehicle sales.&nbsp;(Even more states are considering joining up.)</p><p>NRDC experts <a href="http://docs.nrdc.org/globalWarming/glo_07042401A.pdf">testified</a> on behalf of California&rsquo;s waiver request, and NRDC&rsquo;s members and activists submitted more than 70,000 comments in support of the waiver to EPA.</p><p>California and its allies waited for two years while the Bush EPA stalled on giving the state its answer. But things did not stand still in the meantime.</p><p>EPA&rsquo;s first excuse for delay was to wait for the U.S. Supreme Court&rsquo;s decision in a case called <em>Massachusetts v. EPA</em>. On April 2, 2007, the justices <a href="http://www.nrdc.org/media/docs/070402.pdf">ruled</a> that carbon dioxide and other greenhouse gases are &ldquo;air pollutants&rdquo; subject to regulation under the Clean Air Act. The Supreme Court rejected the Bush administration&rsquo;s claim that Clean Air Act authority conflicted with the nation&rsquo;s fuel economy law. Rather, the Court said the Clean Air Act and the CAFE law are &ldquo;wholly independent&rdquo; mandates.</p><p>In <a href="http://www.vtd.uscourts.gov/Supporting%20Files/Cases/05cv302.pdf">September</a> and <a href="http://www.calcleancars.org/legal/11_Dec_07_Order.pdf">December</a>, two other federal courts in Vermont and California rejected auto industry lawsuits against the states&rsquo; standards, holding that they too are not preempted by the fuel economy law.</p><p>For good measure, in <a href="http://www.ca9.uscourts.gov/ca9/newopinions.nsf/775202DBA504085C88257393007B9729/$file/0671891.pdf?openelement">November</a> the federal appeals court in San Francisco &ndash; the same court we are appealing to today &ndash; overturned the Bush administration&rsquo;s tiny increase in CAFE standards for SUVs and other light-trucks because the administration had put <em>zero</em> <em>value</em> on the effects of global warming.</p><p>And in <a href="http://frwebgate.access.gpo.gov/cgi-bin/getdoc.cgi?dbname=110_cong_bills&amp;docid=f:h6enr.txt.pdf">December</a>, Congress passed new energy legislation that raises fuel economy standards to &ldquo;at least 35 miles per gallon&rdquo; by 2020.&nbsp; In writing this law, Congress rejected auto industry and Bush administration demands for language that would have blocked California&rsquo;s standards. Quite the opposite, the new law &ndash; signed by the president on December 19th &ndash; specifically <em>protects</em> the California&rsquo;s power under the Clean Air Act to regulate vehicles&rsquo; global warming emissions.</p><p>But these messages from the courts and Congress meant nothing to the great galvanizer. Less than 12 hours after President Bush signed the new energy law protecting California&rsquo;s standards, EPA administrator Johnson <a href="http://www.nytimes.com/2007/12/20/washington/20epa.html">rejected</a> the California waiver in a brief letter to Gov. Schwarzenegger. In so doing, Johnson <a href="http://www.washingtonpost.com/wp-dyn/content/article/2007/12/19/AR2007121902012.html">overruled</a> his career staff&rsquo;s advice that a waiver denial would be overturned as illegal.</p><p>It seems the fix was in. Two congressional committees are now <a href="http://www.ens-newswire.com/ens/dec2007/2007-12-21-01.asp">investigating</a> indications that Johnson acted under orders from Vice-President Cheney&rsquo;s office, who had met with auto executives several weeks earlier.</p><p>In their lawsuits, the states and their environmental allies will ask the Ninth Circuit to overturn Johnson&rsquo;s decision for three basic reasons:</p><p>First, Johnson claimed California is not suffering &ldquo;compelling and extraordinary conditions&rdquo; &ndash; conditions the state must have under the Clean Air Act in order to set its own motor vehicle emission standards. EPA has never before denied California a waiver on this basis. His excuse, that California&rsquo;s plight is not &ldquo;exclusive&rdquo; or &ldquo;unique&rdquo; is both factually and legally wrong.</p><p>He is factually wrong because no other state can claim the same wide range of severe impacts that California faces &ndash; from the threat to our water supply, to the billions of dollars in damage from horrendous wildfires, to the adverse health effects of enhanced smog levels.</p><p>He is legally wrong because, as his predecessor William Ruckelshaus found more than 20 years ago in 1984, the Clean Air Act does not require California&rsquo;s plight to be &ldquo;unique&rdquo; in order to be &ldquo;compelling and extraordinary.&rdquo;</p><p>Second, Johnson echoed the auto industry&rsquo;s refrain that the California standards will lead to a &ldquo;patchwork&rdquo; of inconsistent standards. In fact, there is no &ldquo;patchwork.&rdquo; Congress long ago gave other states only two choices: to stick with federal standards or adopt California&rsquo;s standards &ldquo;identically.&rdquo;</p><p>The decision Congress made last December confirms the one made 40 years ago: California has the right to set its own pollution standards. The automakers made their case against California&rsquo;s leadership role, and they lost.</p><p>Third, Johnson claimed that it would be &ldquo;better policy&rdquo; to have a single mileage standard under the new national energy legislation, even though Congress <em>rejected</em> that view in the new energy law. The new law sets a floor, not a ceiling. It requires standards of &ldquo;at least 35 miles per gallon,&rdquo; giving the administration the power to go farther. It also protected existing environmental laws. It <em>preserved</em> California&rsquo;s authority to set, and other states&rsquo; authority to adopt, more stringent emission standards to fight global warming.</p><p>This is just one more example of the Bush administration&rsquo;s disrespect for law. The assertion that they know better than the law of the land is exactly the sort of behavior that the Supreme Court struck down in its landmark global warming decision last year. That is why EPA will lose again, and why the states&rsquo; leadership in the fight against global warming will prevail.</p>]]>
      
   </content>
</entry>
<entry>
   <title>Beep-Beep M’ Beep-Beep, Yeah!</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/beepbeep_m_beepbeep_yeah.html" />
   <id>tag:switchboard.nrdc.org,2007:/blogs/ddoniger//38.783</id>
   
   <published>2007-12-02T02:02:07Z</published>
   <updated>2008-08-24T17:36:51Z</updated>
   
   <summary><![CDATA[House Speaker Nancy Pelosi, together with Senators Diane Feinstein and Daniel Inouye and other leading Senators, have pulled off agreement on the first significant increase in fuel economy standards since 1985.Under the new fuel economy legislation hammered out on&nbsp;Friday, new...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Moving Beyond Oil" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="Solving Global Warming" scheme="http://www.sixapart.com/ns/types#category" />
         <category term="U.S. Law and Policy" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="46" label="autoindustry" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1109" label="cleanairact" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="363" label="cleancars" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="180" label="fueleconomy" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1108" label="fuelefficiency" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="1467" label="globalwarming pollution" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>House Speaker Nancy Pelosi, together with Senators Diane Feinstein and Daniel Inouye and other leading Senators, have pulled off agreement on <a href="http://ap.google.com/article/ALeqM5gVIMhd-KvTLMJ7dgaQy_WrsH9qYQD8T8SVI80">the first significant increase in fuel economy standards since 1985</a>.<br /><br />Under the new fuel economy legislation hammered out on&nbsp;Friday, new cars, SUVs, minivans, and other light trucks will have to reach an average of 35 miles per gallon (mpg) by 2020.&nbsp; This is a 40 percent increase over current standards, which have remained flat for more than two decades.&nbsp; Real mileage actually fell over this period with the rise of the SUV. <br /><br />The new legislation is a huge victory that turns this trend around.&nbsp; In 2020, the new standards will cut America&rsquo;s oil dependence by 1.2 million barrels day, save consumers more $40 billion a year at the pump, and cut heat-trapping carbon dioxide emissions by 200 million tons.&nbsp; And the gains will only grow with each passing year as new cars replace old ones.<br /><br />Equally important, Speaker Pelosi and the Senate leaders turned back the automakers&#39; attempt&nbsp;to reverse the <a href="http://www.nrdc.org/media/2007/070402.asp">Supreme Court&rsquo;s landmark decision last April</a> that recognizes the Environmental Protection Agency&#39;s &ndash; and California&rsquo;s &ndash; power to curb vehicle emissions of carbon dioxide and other global warming pollutants under the Clean Air Act.<br /><br />The auto companies have long thumbed their noses at any increase in mileage standards, smug and secure behind the protection of Rep. John Dingell of Michigan, the powerful chairman of the energy and commerce committee.&nbsp; But give Mr. Dingell due credit.&nbsp; Earlier this year, he told the auto makers times were changing.&nbsp; And in the end, Mr. Dingell agreed to support the Senate-passed standard of 35 miles per gallon by 2020.<br /><br />Though Mr. Dingell won several concessions for the automakers, the final language is actually stronger than the version passed by the Senate last summer, because it drops an &ldquo;off ramp&rdquo; provision that would have let the Transportation Department weaken the standards below 35 mpg.<br /><br />The big battle was over EPA&rsquo;s and California&rsquo;s power to curb carbon dioxide.&nbsp; In addition to their defeat in the Supreme Court, the car makers lost another big case in September, when a federal judge in Vermont <a href="http://www.nrdc.org/media/2007/070912.asp">rejected</a> their attempt to stop California from setting standards to cut global warming emissions from new vehicles 30 percent by 2016.&nbsp; Sixteen other states, including Vermont, have adopted or are poised to adopt California&rsquo;s standards.&nbsp; (In November, a federal appeals court in San Francisco also rejected the administration&rsquo;s <a href="http://www.nrdc.org/media/2007/071115b.asp">paltry 1.5 mpg increase in SUV mileage standards</a>, and sent them back to the Transportation Department to be strengthened.)<br /><br />At the last minute, the automakers pushed for an amendment to overturn these court decisions and destroy EPA&rsquo;s and California&rsquo;s Clean Air Act authority.&nbsp; Their amendment would have blocked EPA from setting global warming pollution standards any stronger than the Transportation Department&rsquo;s mileage standards.&nbsp; And since California is not allowed to set standards that are &ldquo;not consistent&rdquo; with EPA&rsquo;s authority, this would have been a death blow to California&rsquo;s pioneering clean car standards and to the 16 states that are following California&rsquo;s lead. <br /><br />The final language avoids this crippling step backwards with a &ldquo;savings clause&rdquo; that protects EPA&rsquo;s and the states&rsquo; powers under the Clean Air Act.<br /><br />The bill still has to clear the full House, where the Speaker has promised to marry it with strong mandates to increase wind, solar, and other renewable electricity, and to move towards the next generation of clean, &ldquo;cellulosic&rdquo; biofuels for cars and trucks.&nbsp; Votes are expected in the House next week.</p><p>In the Senate, the fuel economy compromise has won over Senator Carl Levin and other auto industry allies.&nbsp; Majority Leader Harry Reid is backing Speaker Pelosi&#39;s approach and has promised quick action.&nbsp; But we could be in for a tough fight, because Republican Senator Pete Domenici has declared all-out opposition to the House renewable electricity standard.&nbsp; Stay tuned.<br /><br />Meanwhile, California awaits a final decision from EPA on its clean car standards.&nbsp; The only thing that stands in the way is a normally routine &quot;waiver&quot; that EPA has given California more than 40 times in the past.&nbsp; After long delay, EPA has promised to decide by the end of this year.&nbsp; So, soon we&#39;ll see if the White House gets the message that Congress, the states, and the American people are sending about cleaning up our cars, fighting global warming, and cutting our crippling oil dependence.&nbsp; Saying &quot;no&quot; to Governor Arnold Schwarzenegger and the leaders of 16 other red and blue states would seem to have its costs.&nbsp; <br /><br />Beep-Beep!</p>]]>
      
   </content>
</entry>
<entry>
   <title>Hole-y Ozone Layer, Batman</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/yesterday_i_told_the_story.html" />
   <id>tag:switchboard.nrdc.org,2007:/blogs/ddoniger//38.550</id>
   
   <published>2007-09-14T22:10:14Z</published>
   <updated>2009-03-06T04:55:43Z</updated>
   
   <summary>Yesterday I told the story of how the threat of ozone-hole was discovered, and how NRDC helped win the Montreal treaty and strong U.S. laws to protect the ozone layer, which shields us from dangerous UV radiation. But the job...</summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="2802" label="daviddoniger" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5648" label="NRDC history" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="624" label="ozonehole" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5650" label="stratospheric ozone" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="640" label="UVradiation" scheme="http://www.sixapart.com/ns/types#tag" />
   
   <content type="html" xml:lang="en" xml:base="http://switchboard.nrdc.org/blogs/ddoniger/">
      <![CDATA[<p>Yesterday I told the story of how the threat of ozone-hole was discovered, and how NRDC helped win the Montreal treaty and strong U.S. laws to protect the ozone layer, which shields us from dangerous UV radiation. But the job isn&rsquo;t finished. Here&rsquo;s what still must be done to heal the damage to the ozone layer.</p><h4>Methyl bromide &ndash; how can we miss you if you won&rsquo;t go away?</h4><p>Methyl bromide is a pesticide used mainly to sterilize the soil before planting crops such as strawberries and tomatoes. Farmers in the United States use more of this chemical than in all other countries combined.</p><p>Methyl bromide came late to the party. Its role in ozone depletion was not widely understood until the early 1990s. Here is a timeline with significant dates for methyl bromide.</p><ul><li>1991 - Together with two other groups, NRDC petitioned the Environmental Protection Agency (EPA) to phase out methyl bromide, citing a provision of the 1990 Clean Air Act amendments requiring the agency to eliminate any newly-identified ozone-depleters in seven years or less.</li><li>1992 - Montreal Protocol member states agreed to start curbing methyl bromide, although on a slower schedule. The 1992 treaty amendment merely froze each country&rsquo;s production at its current level.</li><li>1993 &ndash; EPA granted the petition and set a deadline for eliminating methyl bromide production by January 1, 2001.</li><li>1995 - Countries agreed to a ban in developed countries by 2010, with the possibility of exceptions for &ldquo;critical uses.&rdquo;</li><li>1997 - Montreal parties agreed to accelerate the phase out schedule, with a ban (except for critical uses) in 2005. Developing countries agreed to phase out 10 years later.</li><li>1998 - Congress amended the U.S. schedule to match up with the international one.</li></ul><p>Things went smoothly at first. But when President Bush came into office, the chemical companies that make and distribute methyl bromide sensed their opportunity. Led by Chemtura (formerly known as Great Lakes Chemicals), and tomato and strawberry growers in politically key states began a full-scale campaign to reverse the phase-out. Congressional committees beholden to industry held hearings &ndash; I was usually the only witness on behalf of the ozone layer &ndash; and introduced bills to void the Clean Air Act&rsquo;s controls. But by publicizing the health risks and the industry&rsquo;s special-interest pleading, NRDC was able to keep the bills bottled up.</p><p>The industry did better with the Bush administration. The U.S. Department of Agriculture (USDA) became methyl bromide&rsquo;s biggest booster &ndash; so much so that when Congress gave USDA money to spend on alternatives to methyl bromide, the department used some of the funds to help defend keeping methyl bromide around.</p><p>In 2003, the U.S. asked the Montreal treaty parties for enormous exemptions from the impending 2005 ban. I went to the critical meeting in Nairobi, Kenya, where I was the <em>only </em>non-governmental environmental spokesman. Given the privilege of speaking from the floor to all the delegates, I opposed the U.S. exemption request, explaining that it was so large that American production &ndash; which had come down by 70 percent &ndash; would start going <em>up </em>again.</p><p>For the first time in the history of the Montreal Protocol, the parties deadlocked. They put the question of any exemptions over to another meeting six months later.</p><p>In the meantime, I came across a remarkable letter from EPA to the Congress. The letter admitted that Chemtura and a handful of suppliers had built up a stockpile of methyl bromide that was even larger than the U.S. exemption request. Why was this important? Because the treaty parties &ndash; the U.S. included &ndash; had agreed that no exemptions could be granted until existing stocks of methyl bromide were <em>used</em> <em>up</em>.</p><p>EPA wouldn&rsquo;t disclose just how big the secret stockpile was, supporting company claims that the information was a trade secret. So NRDC sued EPA and eventually won disclosure of the stockpile data. It turned out that the companies had squirreled away more than 37 million pounds of the chemical &ndash; nearly twice the initial exemption request.</p><p>Though other countries granted the U.S. an exemption for 2005, NRDC has succeeded in reducing the amount cut each year. But the U.S. is <em>still</em> asking for methyl bromide exemptions each year, even though the stockpile is still larger than the annual need. In contrast, other countries &ndash; developed and developing alike &ndash; have cut their methyl bromide use by 90 percent or eliminated it altogether. The U.S. request still dwarfs all others combined.</p><p>So when the Montreal parties gather next week for the 20<sup>th</sup> anniversary meeting, I&rsquo;ll be there trying to convince other countries to say &ldquo;no&rdquo; to further exemptions and to require the U.S. to use up the methyl bromide stockpiles instead of making new supplies.</p><p>Another problem is that methyl bromide is growing fast for treating wood pallets and packaging to guard against invasive pests like the Asian longhorned beetle. Outbreaks of this and other pests are destroying urban trees in New York, Chicago, and other places, as well as devastating the ash forests of the upper Midwest.</p><p>Charged with keeping out invasive species, the USDA required exporting countries to spray wood pallets and crates with methyl bromide to kill these bugs. (Another permitted technique is heat treatment, but many exporters find this too expensive.) But the treatment doesn&rsquo;t always work, and it&rsquo;s easy to counterfeit. The obvious solution would be to transition from wood packing material to plastics, cardboard, and metals &ndash; materials the bugs can&rsquo;t ride on. But no, the USDA won&rsquo;t even consider that alternative.</p><p>So NRDC and several states are suing USDA to force a serious look at alternative packaging materials that could eliminate the bugs without any harm to the ozone layer. We&rsquo;ve already won a ruling that the department misunderestimated the amount of methyl bromide its rules will cause to be used, and the amount of damage that will be done to the ozone layer. And in the coming years, NRDC will try to close a loophole in the Montreal Protocol that lets this bug-spraying use go unrestricted.</p><h4>HCFCs &ndash; play it again, Uncle Sam</h4><p>HCFCs pose a different challenge. Some HCFCs came into use alongside CFCs, and later they were used as CFC substitutes. They have about one-twentieth the ozone-destroying power of CFCs, but still enough to matter. We have to get rid of them too.</p><p>The 1990 amendments to the Montreal Protocol and the 1990 Clean Air Act gave HCFCs a limited lifespan. They could come into use as CFC substitutes, but with a schedule set in advance for eliminating them in a second wave. HCFCs will be largely gone in industrial countries by 2020, and production in developing countries will be frozen in 2015 and eliminated in 2040.</p><p>The problem is that HCFC production is growing much more quickly than expected in fast-growing developing countries, mainly China and India, fueled both by their rapid economic growth and by exports to industrial and developing nations.</p><p>At the urging of NRDC and other environmental groups, the United States has joined a half dozen other countries &ndash; from Mauritius and Mauritania to Argentina and Brazil &ndash; in proposing to tighten the HCFC phase-out schedule for both industrial and developing countries.</p><p>If we let HCFCs continue growing, the world will suffer more ozone depletion &ndash; and more global warming, because these chemicals do double damage. Fortunately, we can avoid that growth and we can accelerate the phase-out schedule for these chemicals, in turn adopting alternatives that are safer for both the ozone layer and the climate. At the same time, we can redesign new refrigerators and air conditioners to use less energy.</p><p>China and India are playing a careful game. They have not rejected a faster phase-out, but they are looking for more financial support from the treaty&rsquo;s international fund before agreeing to tighter requirements. While the U.S. has proposed faster cuts, it has yet to put any additional funding on the table. Both sides need to do more.</p><p>The HCFC and methyl bromide proposals will be the focus of attention when the countries meet in Montreal next week. NRDC will be on hand to press for faster action.</p><p>I&rsquo;ll let you know what happens.</p>&nbsp;]]>
      
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<entry>
   <title>Happy Birthday to the Ozone Layer</title>
   <link rel="alternate" type="text/html" href="http://switchboard.nrdc.org/blogs/ddoniger/happy_birthday_to_the_ozone_la.html" />
   <id>tag:switchboard.nrdc.org,2007:/blogs/ddoniger//38.545</id>
   
   <published>2007-09-13T17:33:04Z</published>
   <updated>2009-03-06T04:55:43Z</updated>
   
   <summary><![CDATA[I&rsquo;m headed up to Canada next week to celebrate the 20th anniversary of the world&rsquo;s most successful environmental treaty &ndash; the Montreal Protocol on Substances that Deplete the Ozone Layer.Most people know that we&rsquo;ve gotten rid of the ozone-depleting chemicals...]]></summary>
   <author>
      <name>David Doniger</name>
      
   </author>
         <category term="Curbing Pollution" scheme="http://www.sixapart.com/ns/types#category" />
   
   <category term="2802" label="daviddoniger" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="15" label="globalwarming" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5648" label="NRDC history" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="624" label="ozonehole" scheme="http://www.sixapart.com/ns/types#tag" />
   <category term="5650" label="stratospheric ozone" scheme="http://www.sixapart.com/ns/types#tag" />
   
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      <![CDATA[<p>I&rsquo;m headed up to Canada next week to celebrate the 20th anniversary of the world&rsquo;s most successful environmental treaty &ndash; the Montreal Protocol on Substances that Deplete the Ozone Layer.</p><p>Most people know that we&rsquo;ve gotten rid of the ozone-depleting chemicals called chlorofluorocarbons (&ldquo;CFCs&rdquo;). But very few people know how we did it.</p><p>It&rsquo;s actually a remarkable story, and one of NRDC&rsquo;s greatest achievements. On a personal note, I&rsquo;ll be receiving awards next week from EPA and the United Nations Environment Program (UNEP) in honor of NRDC&rsquo;s role.</p><p>But there is something more important here than celebrations and awards. Now we are turning to face the crisis of global warming. And as we do that, there are lessons to be learned, and hope to be drawn, from our success in saving the ozone layer.</p><p>Over the next few days, I&rsquo;m going to tell the ozone story and what it means for global warming. Today, I&rsquo;ll talk about how we found out about CFCs and their threat to the ozone layer, and how NRDC helped push and pull us to agreement on the Montreal treaty and the ozone protection provisions of the U.S. Clean Air Act.</p><p>Tomorrow, I&rsquo;ll focus on what we still have to do to finish the job of protecting the ozone layer &ndash; by eliminating chemicals called methyl bromide and hydrochlorofluorocarbons (HCFCs). And finally, I&rsquo;ll share the lessons I draw from this story for the fight against global warming. (For those who want to read ahead, <a href="http://www.nrdc.org/globalWarming/ozone/contents.asp">click here</a>.)</p><p><em>So first, what&rsquo;s the ozone layer, and what does it do for us?</em></p><p>Ozone is a molecule made up of three atoms of oxygen. Normal oxygen consists of two oxygen atoms.) Down here on the ground, ozone is formed from car and power-plant exhaust and is toxic to breathe. But a natural layer of ozone developed in the stratosphere &ndash; 6 to 10 miles overhead &ndash; over millions of years. </p><p>Ozone has the happy property of screening out a lot of the sun&rsquo;s harmful ultraviolet (UV) radiation. In this way the ozone layer protects us from skin cancer, cataracts, and other diseases. In fact, the ozone layer made it possible for life as we know it to evolve on land.</p><p>&nbsp;Ozone is a pretty unstable molecule. It is constantly being destroyed and re-made by solar radiation. CFCs and related chemicals upset the natural stratospheric balance by increasing the rate at which ozone is destroyed. This lets more of the dangerous UV radiation reach the Earth&rsquo;s surface, raising our risks of skin cancer and other illnesses.</p><p><em>How did we get into this mess, and how did we get out of it?</em></p><p>In 1974, two atmospheric scientists, F. Sherwood Roland and Mario Molina, discovered that CFCs could weaken the ozone layer. Millions of pounds of CFCs &ndash; then used mainly as propellants in aerosol spray cans &ndash; were being released into the air each year. They were virtually indestructible in the lower atmosphere. But Roland and Molina, in work that later earned them the Nobel Prize in Chemistry, found that when CFCs reached the stratosphere and were hit by ultraviolet radiation, they broke apart, freeing chlorine atoms that attack ozone and turn it into ordinary oxygen.</p><p>Rowland and Molina felt a special responsibility to get their discovery out beyond the dry scientific journals &ndash; to let the responsible government agencies and the public know what they&rsquo;d found. NRDC also saw the danger and took on the challenge (You can read [here] what my colleagues did to help publicize Roland&rsquo;s and Molina&rsquo;s findings, to pursue federal and state bans on CFC aerosols, and to jumpstart international cooperation.) Alarmed by the news, the public shunned aerosol products, and sales dropped rapidly. Eventually, the EPA banned nearly all CFC aerosols in 1978.</p><p><em>Losing, then finding, the way forward.</em></p><p>After the U.S. aerosol ban in 1978, there was a general misconception that the problem had been solved. To be sure, the ban reduced CFC production and emissions in this country. A few other countries &ndash; notably Canada and the Scandinavian nations &ndash; also banned CFC aerosols, but other European countries and Japan refused to follow suit.</p><p>Moreover, growing amounts of CFCs were still being used in refrigerators and air conditioners and in industrial applications. And other ozone-depleting chemicals, including fire-protection chemicals called halons and other industrial solvents, were also being used in growing amounts. For all these reasons, President Carter&rsquo;s EPA published official findings in 1980 that CFCs still posed a danger.</p><p>In 1981, however, Jimmy Carter handed over the White House to Ronald Reagan, who was fiercely opposed to environmental regulation. Nonetheless, NRDC kept up the pressure for action. In 1984 &ndash; after Reagan&rsquo;s disastrous first appointment to head the EPA resigned &ndash; I filed a lawsuit based on EPA&rsquo;s findings of danger in 1980. Those findings, I argued, triggered a requirement under the Clean Air Act that EPA take action to restrict the non-aerosol uses of CFCs.</p><p>In those days (much like now), ordinarily we&rsquo;d get no response from the EPA and we&rsquo;d have to fight it out in the courts. But in this case, I received an interesting and unusual response: EPA wanted to negotiate.</p><p>It turned out that a small group of career civil servants &ndash; backed by the one original Reagan appointee who had not resigned in disgrace &ndash; were alarmed by what they saw and were determined to do something about it. So NRDC and EPA settled the lawsuit with an agreement on a Stratospheric Ozone Protection Plan that set a schedule for completing a risk assessment and building consensus on further action among businesses, environmental organizations, and governments.</p><p>The EPA risk assessment had a dramatic impact. Looking over the next century, EPA demonstrated that the ozone layer would be badly weakened under the assault of steadily rising CFC production, causing <em>hundreds of millions</em> of skin cancer cases and <em>millions</em> of deaths in the United States alone. The global toll of death and disease would be many times larger.</p><p><em>The shock of the Antarctic &ldquo;ozone hole.&rdquo;</em></p><p>Meanwhile, British scientists and NASA satellites discovered the Antarctic &ldquo;ozone hole&rdquo; &ndash; a near-complete loss of stratospheric ozone over Antarctica every September, when sunlight returns to the South Pole. Further research soon proved that the chlorine from CFCs was the cause. I called it &ldquo;a genuine global emergency&rdquo; in Congressional hearings. The strong visual image of the Antarctic ozone hole (<a href="http://ozonewatch.gsfc.nasa.gov/">link here</a>) increased the public&rsquo;s sense of urgency.</p><p>Starting in 1985, I took part in meetings between governments, companies, and environmental organizations to build consensus on further domestic and international action. Here&rsquo;s one anecdote from those meetings:</p><p>At one point, a Dupont representative long known for fighting CFC controls presented a paper showing that Dupont (and other companies) had investigated numerous other compounds. Some could work, he said, as alternative refrigerants, solvents, or foam-blowing agents. But they were more expensive to make, and none could compete against lower-cost CFCs. He thought he&rsquo;d proved there were no practical alternatives. But I and others participants drew a different conclusion. Didn&rsquo;t his paper show that there <em>were</em>alternatives? And wouldn&rsquo;t they be competitive if CFCs were <em>eliminated</em>? Suddenly, the problem that companies said had no solution had plenty of solutions.</p><p>Attitudes began to change. At an international conference in 1986, the head of the U.S. industry&rsquo;s trade association broke with the past and called for some limits on CFC growth. Citing a <em>New Yorker</em>article on the ozone layer, he said he could no longer defend his industry&rsquo;s position to his children at the dinner table.</p><p><em>NRDC&rsquo;s phase-out plan.</em></p><p>Speaking at the same conference, I proposed a bolder plan. On strictly environmental and public health grounds, I said, we ought to ban CFCs immediately. But it had to be recognized that the CFC producers and users would need some time to develop and market alternatives. So I proposed a worldwide phase-out of CFCs in ten years, with an 85 percent reduction in the first five years. (<a href="http://docs.nrdc.org/globalwarming/glo_07091201A.pdf">Read my article in the <em>Amicus Journal</em></a> [pdf file])</p><p>In the following months, I testified before Senate and House committees and worked with champions in Congress &ndash; Senators Max Baucus and the late John Chafee, and Representatives Henry Waxman and Sherwood Boehlert &ndash; to write proposed legislation to phase out CFCs in the United States. Other congressional leaders, including Senator Al Gore, called for U.S. diplomatic leadership to forge an effective international ozone treaty. With my colleague David Wirth, I represented NRDC as a nongovernmental observer when international negotiations resumed in 1985.&nbsp;</p><p>&nbsp;Despite the Reagan administration&rsquo;s anti-regulatory bias, EPA Administrator Lee Thomas and Secretary of State George Shultz supported a strong U.S. leadership position in the treaty talks, advocating a 90 percent phase-out of CFCs over 10 years. Their position had some unlikely allies. Attorney-General Edwin Meese felt that American companies would be at a disadvantage without a treaty, because NRDC&rsquo;s lawsuit was likely to force a phase-out in the U.S. even if there was no international agreement.</p><p><em>The counter-revolution</em>.&nbsp;</p><p>Opposed to the EPA-State phase-out plan, the CFC lobby went to other parts of the Reagan administration for help. Officials in the Office of Management and Budget began a closed-door late-night inquisition questioning every aspect of EPA&rsquo;s risk assessment and the phase-out policy. One official suggested that skin cancer was a &ldquo;self-inflicted&rdquo; disease.</p><p>&nbsp;Late in the game, I was invited to appear before the OMB inquisitors. When one said their purpose was to decide U.S. policy for the treaty talks, I reminded him that we already had an established policy in favor of phasing out these chemicals. The next day I made a round of phone calls to the officials that were present, telling each of them that if they backed away from the phase-out policy, I would let the papers know exactly who did it, and why.</p><p>For the several weeks, the direction of U.S. policy remained in doubt. The turning point came when Interior Secretary Donald Hodel urged President Reagan to abandon the idea of an international treaty and rely instead on a policy of &ldquo;personal protection&rdquo; in which people would be encouraged to wear hats and sunglasses. I broke the story of the &ldquo;Ray-Ban Plan&rdquo; to the <em>Washington Post</em>, the <em>Wall Street Journal</em>, and the TV networks picked it up the next day. Hodel became a laughingstock (see Herblock cartoon in NRDC&rsquo;s <a href="http://www.nrdc.org/globalWarming/ozone/contents.asp">Back from the Brink: How NRDC Helped Save the Ozone Layer</a>), and the Reagan administration continued to push for a treaty. </p><p>With Administrator Thomas leading the final negotiations, consensus on the treaty came together in Montreal in September 1987. Twenty-four countries agreed to cut CFC production 50 percent over 10 years. The United States ratified the treaty, which was named for the city of its birth, the following year.</p><p><em>From half step to the full phase-out.</em></p><p>As the 1980s came to a close, NRDC kept pushing on three fronts for a rapid and complete CFC phase-out. Together with other environmental organizations, I helped negotiate agreements with several industries to hasten their transition from CFCs. One agreement with the auto repair industry created a standard for recycling CFCs when servicing car air conditioners, instead of letting them escape into the atmosphere.</p><p>Second, NRDC successfully pushed for an ozone protection amendment to the Clean Air Act. The new law, enacted in 1990, mandated the complete phase-out of CFCs and other powerful ozone-depleters. It established recycling requirements and a program to assure the safety of chemical substitutes. The new law even provided phase-out dates for a second generation of ozone-depleting chemicals called HCFCs.</p><p>Third, NRDC worked to strengthen the Montreal Protocol, an effort that led to the London Amendment of 1990, under which parties to the treaty agreed to completely phase out CFCs. Industrial nations and developing countries reached a precedent-setting schedule for phasing out the latter&rsquo;s CFC production after a grace period of 10 extra years. They also set up a multilateral fund through which industrial countries would help developing nations cover the extra costs. </p><p>It did not go entirely smoothly. At one point, the first President Bush&rsquo;s chief of staff, John Sununu, instructed his negotiators to reneg on the U.S.&rsquo;s commitment to support the multilateral fund. I was on hand in Stockholm to get the news to the <em>Washington Post</em> and the <em>New York Times</em>. The administration quickly backed down. As a result, China, India, and other major developing countries joined Montreal Protocol and agreed to a full phase-out.</p><p>The phase-out schedule was further accelerated in 1992, when 87 countries agreed to ban CFC production by 1996. The 1992 amendment also added methyl bromide&mdash;an ozone-destroying pesticide&mdash;to the list of controlled chemicals. In 1997, countries agreed to phase out methyl bromide entirely by 2005, with limited exemptions for the most critical uses. Now there are more than 190 countries that have joined the Montreal Protocol.</p><p>With few exceptions, nations have met their phase-out commitments on time. At the 20-year mark, scientific experts report that the production of 95 percent of all ozone-depleting chemicals has been eliminated. Though it will take until late in this century, there&rsquo;s a good chance that the Antarctic ozone hole will disappear and that the ozone layer will be healed worldwide.</p><p>As a side benefit, the CFC phaseout has been the most effective step yet taken to slow global warming. Because CFCs are heat-trapping gases, their virtual elimination has delayed the onset of global warming by approximately a dozen years.</p><p>But the job isn&rsquo;t finished. Amid the 20<sup>th</sup> anniversary celebrations, there will be tough negotiations about U.S. exemptions for a pesticide called methyl bromide, and about a faster phase-out of chemicals called hydrochlorofluorocarbons (&ldquo;HCFCs&rdquo;). I&rsquo;ll tell you about that tomorrow.</p>]]>
      
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