Co2 “Upstream” Battle

There’s a lot of talk these days in Washington about creating new laws
to cut greenhouse gas emissions. One major question right now is how
the government will handle carbon dioxide emissions from vehicles. Any
new regulation is expected to have some financial impact on automakers.
And, as Dustin Dwyer reports, the carmakers are looking to share the
burden:

Transcript

There’s a lot of talk these days in Washington about creating new laws
to cut greenhouse gas emissions. One major question right now is how
the government will handle carbon dioxide emissions from vehicles. Any
new regulation is expected to have some financial impact on automakers.
And, as Dustin Dwyer reports, the carmakers are looking to share the
burden:


Back in March, the House Energy and Commerce Committee held a hearing
on how the auto industry could help fight global warming. All the
bigwigs in the U.S. auto industry were there: the heads of Ford,
General Motors and Chrysler, the North American president of Toyota and
the head of the United Auto Workers.


At the hearing, all of them agreed they would support a cap on CO2
emissions from vehicles, but they had a sort of caveat:


“We believe that there’s a lot of merit to it. And we believe if it’s
upstream…”


“For Cap and Trade, I think the further upstream you go, the more
efficient you’re going to be.”


“I’d just echo the upstream part.”


“The upstream as I stated earlier and the rest is absolutely critical.”


That was Ron Gettlefinger of the UAW, Jim Press of Toyota, Alan Mulally
of Ford, and Tom Lasorda of Chrysler.


So what do they mean by “upstream”? Here’s Ford spokesman Mike Moran:


“Lower carbon fuels, so that it’s just not what comes out of the
tailpipe, but you’re moving upstream and including the fuels that would
be included in the equation in the transportation sector.”


Basically the idea is, if you have less carbon in the fuel, you’ll pump
less carbon dioxide into the air.


But car companies really can’t take the carbon out of fuel. That’s
really more of a job for the oil industry. So are auto executives just
passing the buck?


David Friedman of the Union of Concerned Scientists says yeah, they’re
dodging the issue:


“The auto companies are basically finding more creative ways to say,
‘No,’ they won’t do anything to improve their products.”


Auto executives would say they’re already working to improve their
products, with millions of ethanol-capable vehicles on the road, and a
growing number of gas-electric hybrids. And many in the auto industry feel that they’ve been singled out for
regulation in the past.


The carmakers main lobbying group, the Alliance of Automobile
Manufacturers says that for the past 30 years, the auto industry has
been the only industry subject to carbon dioxide regulations. Though
most people try to avoid saying so in public, there is clearly some
tension between the auto industry and the oil industry.


Louis Burke is with Conoco Phillips. He says his company is willing to
do more to cut greenhouse gas emissions. In fact, the oil company just
came out in favor of setting up mandatory federal rules. Those include a
possible system that caps carbon dioxide emissions, and allows
companies to trade carbon credits as if they were commodities:


“You can cap and trade at some point down within the value chain,
whether it’s all the way upstream, or whether it’s pretty far downstream. You
can also apply a carbon tax throughout the whole value chain. The whole
idea is it’s gotta be transparent, it can’t penalize any one group.”


So upstream, downstream, the point is something needs to be done.


David Friedman of the Union of Concerned Scientists says everyone can
do a little more:


“Everyone has to do their part. That means car companies have to
produce vehicles to get more miles to the gallon. Oil companies need to
have lower carbon fuels and yes, even consumers need to find ways to
drive less.”


It’s still not clear what exactly what approach Congress will take
toward cutting auto emissions, but while leaders in Washington try to
settle on a plan, local and state officials across the country are
coming up with their own plans.


California and 10 other states have their own plans to regulate
tailpipe emissions. Those plans are being challenged in court by the
auto industry. And California has also gone forward with the nation’s first low carbon
standard for fuels.


That “upstream” plan has the support of both auto and oil companies.


For the Environment Report, I’m Dustin Dwyer.

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Restoring Streams in the Heartland

  • Settlers dug ditches and straightened rivers to drain the fields they needed for planting. (photo by Mark Brush)

Today, we wrap up our series on pollution in the heartland.
To farm in the nation’s heartland, people first had to drain the water from the land. In a lot of places, that meant dredging rivers to get them to move along faster and carry water off the fields. But straight, fast rivers aren’t healthy rivers. And the rushing water carries pesticides and fertilizers off of fields and deposits them downstream. But in some places, farmers are starting to repair rivers. The GLRC’s Rebecca Williams has the final story in our week-long series:

Transcript

Today, we wrap up our series on pollution in the heartland. To farm in the nation’s
heartland, people first had to drain the water from the land. In a lot of places, that meant
dredging rivers to get them to move along faster and carry water off the fields. But
straight, fast rivers aren’t healthy rivers. And the rushing water carries pesticides and
fertilizers off of fields and deposits them downstream. But in some places, farmers are
starting to repair rivers. The GLRC’s Rebecca Williams has the final story in our week-long series:


From an airplane, the land below it looks like it was drawn in geometry class. Fields
of corn and soybeans look almost like perfect squares. Rivers seem as straight as a ruler’s
edge.


When rivers have their way, they’re unruly. They have lots of twists and bends, but people have straightened a lot of rivers and streams to make it easier to grow crops
and raise animals. European settlers forging their way West got stuck in huge swamps.
The mosquitoes were terrible. But the settlers’ chances of raising food in the swampland
were even worse.


“In order to reclaim that land, muckland, for raising vegetable crops, they had to drain it.”


Barb Cook owns a farm here in fertile southwest Michigan. Her grandfather farmed here
in the early 1900s, back when the rivers were being straightened.


(sound of river)


Cook’s standing on the bank of the Dowagiac River. Right now it’s as straight as a canal
and it’s moving fast. But it’s about to get some of its curves back.


Barb Cook says she was skeptical when she heard about the plan to coax the river back to
its original path.


“Well, they want to put the wiggles back. Well, why? Were they trying to hoodwink
anyone or were their objectives pure? And I got involved and felt they were really truly
trying to improve things.”


Cook’s now the vice president of the group. It calls itself MEANDRS. It’s made up of
farmers and biologists and fishermen. People who all have a stake in what happens to the
river.


They’re carving out one of the curves the river used to follow.


Jay Wesley is a biologist with the Department of Natural Resources. He says even
though this new meander isn’t connected to the river yet, little springs are bubbling up.


“We’ve actually even seen trout in here since this first part of the project’s been done.
They’ve come up through the culvert from the river and have found their way up here.
So it’s pretty cold, high quality water.”


That’s exciting news for fishermen. A river fed by cold groundwater can be a mecca for
trout. The pools and riffles sculpted into the new meander will give fish places to hide.


These small signs of hope are a pretty big deal. This project is a very long labor of
love 12 years in the making.


That’s because there are lots of hurdles. For one thing, meander restorations are
expensive. Half a million dollars at the low end.


There are piles of paperwork.


And some farmers worry that restoring meanders will flood their fields.


In this project, the MEANDRS group surveyed nearby farmers early on about their
concerns and included them in the planning process. Bill Westraight is the President of
MEANDRS. He’s also a farmer who owns land along the river.


“I think what I say holds more weight with farmers than if somebody had come down and
was mandating that they participate in some way.”


Westraight says they had some major critics in the beginning. But he says they’ve gotten
almost all the neighbors on board. He says it was crucial that they gave everyone a say.
They also commissioned feasibility studies to make sure upstream farmers wouldn’t be
flooded.


All these hurdles mean that projects like these aren’t very common.


Andrew Fahlund is with the nonprofit group American Rivers. He says big projects like
meander restorations almost always need government funding. And that funding’s been
cut dramatically over the past few years. Fahlund says those cuts are short-sighted
because healthier rivers can actually save money in the long run.


“One of the reasons you get such an economic benefit from river restoration is that you
reduce the costs of having to treat water, filter
that water and clean it up for human consumption.”


(river sound up under)


The MEANDRS group says there’s no way they can restore the entire river. But they
hope mending just this small section will help revive the river a bit.


The group points out that this type of restoration won’t work everywhere. They say in
many places, channelized rivers are still crucial for keeping fields drained.


Farmer Barb Cook says even now, she sees this project as an experiment. In a few
months, she’ll get to see whether all her hard work will pan out, when they’ll try to force
water from the straight channel into the new meander.


“As you look at the stream behind us, it’s quite a volume of water. Water has its own
way. Mother Nature has something to say about this too. She may say no.”


Cook says nothing ever runs smoothly. But she says they’ll just be flexible and this time
around, let the river choose its course.


For the GLRC, I’m Rebecca Williams.

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