Part Three: Kicking Gas to the Curb

  • Reporter Rene Gutel gets tips from Mike Speck, a master eco-drive trainer at Pro-Formance Group of Phoenix (Photo courtesy of Rene Gutel)

We’ve all heard we can improve our
gas mileage by changing our driving habits.
And you might think you already know what
that means – coast more, for example, or check your tires’ air pressure. But according to Ford Motor Company, if you really want to get better mileage, you need a trained coach in the passenger’s seat teaching you how to do
it. In the final part of our series
on saving gas, we sent reporter Rene Gutel out to learn how to eco-drive:

Transcript

We’ve all heard we can improve our
gas mileage by changing our driving habits.
And you might think you already know what
that means – coast more, for example, or check
your tires’ air pressure. But according to
Ford Motor Company, if you really want to get
better mileage, you need a trained coach in
the passenger’s seat teaching you how to do
it. In the final part of our series
on saving gas, we sent reporter Rene Gutel
out to learn how to eco-drive:

(sound of car)

So I’m behind the wheel of my silver Mini Cooper and eco-driving instructor Mike Speck
is coaching me on how to get the best gas mileage I can, as safely as possible.

“Try to keep just a steady throttle input. You can see you are on and off the gas quite a
bit.”

We’re on suburban Phoenix roads at the beginning of rush hour. I drive a stick-shift and
one of the first lessons Speck teaches me is to shift gears a lot more quickly than I’m used
to.

Mike Speck: “And upshift.”

Rene Gutel: “Already?”

Speck: “And upshift.”

Gutel: “Oh! But we’re only going 30 miles an hour in fourth gear?”

Speck: “Yeah, it’s below 2000 RPM. The car is perfectly fine doing it.”

Speck is what they call a master eco-drive trainer at Pro-Formance Group of Phoenix.

Ford Motor Company recently teamed up with Pro-Formance to offer nearly 50 eco-
driving tests in Arizona. They studied the results which showed that by working with a
coach like Speck for just a few hours, drivers can improve their fuel economy by 24%.

The nuts and bolts of eco-driving are simple enough: Accelerate and break smoothly.
Slow down and watch your speed. Also, anticipate traffic signals as you’re going down
the road. But all this sounds way easier than it really is.

Speck: “Now we know there’s another slow left-hander coming up so off the gas.”

Gutel: “Okay, I’m off the gas.”

Speck: “And just let it coast around the corner.”

Gutel: Okay, I feel like you’re teaching me to drive my car all over again.

Speck: “I’m trying to do it as mellow as I can.”

That feeling – of going back to driver’s ed – is actually part of the experience of learning
to eco-drive.

Curt Magleby is the Director of Government Relations at Ford and he says to learn how
to do it right, you do need a coach.

“It’s not about tips and that’s what you’ll see on many websites throughout the US: tips
on how to be a better eco-driver. It’s got to be the hands-on coaching experience that
changes behavior.”

Ford is part of a new nationwide effort to encourage eco-driving. Magleby says there’s
talk of putting trained coaches at Ford dealerships.

“So when a person comes into a dealership and they’re considering the purchase of a
vehicle and we can talk to them about not only, here is the technology vehicle, here’s
what you can do, but you are a part of that equation.”

And down the line, Magleby says Ford might be pushing to have these techniques
become a part driver’s ed classes.

(sound of driving)

Speck: “You are accelerating very smoothly… very linearly. It’s very good!”

Gutel: “This is a different feel to driving. I feel like I’m coasting everywhere.”

Speck: “You are, and most people freak out about how much time they’re going to take.
When we validated the study, the average time increase was only 10%.”

Speck and I drive the same route three times during my eco-driving lessons. The first run
was the control, no tips from him at all, and I averaged 27 miles a gallon. But by the end
of the third run, we boosted that to 36 miles a gallon. Not bad, huh? Now if I can only do
that well on my own.

For The Environment Report, I’m Rene Gutel.

“Now try second. Well done! Go to third and just let it coast. Very well done.”

Related Links

Candidate Criticizes Ethanol

  • An ethanol distilling plant under construction. Democratic candidate Mike Gravel argues that producing ethanol is a strain on water resources. (Photo by Lester Graham)

A presidential candidate says ethanol subsidies jeopardize water resources. Democrat
Mike Gravel says producing the alternative fuel could cause over-use of water in some
areas. Samara Freemark has that story:

Transcript

A presidential candidate says ethanol subsidies jeopardize water resources. Democrat
Mike Gravel says producing the alternative fuel could cause over-use of water in some
areas. Samara Freemark has that story:

More corn is being grown for ethanol. Some corn growers pump water from
underground to irrigate their crops. And it takes about four gallons of water to distill a
gallon of ethanol.

Democratic presidential candidate Mike Gravel says that means subsidizing ethanol
could threaten some water resources.

He says Congress is jumping on the ethanol bandwagon without taking the time to look
at harmful side effects. And he says in areas that have seen water loss such as the
Great Lakes, that’s a mistake:

“The farmers who are going to be draining out their aquifers to satisfy the corn needs
are going to find themselves assaulting the Great Lakes. That is a national policy that
doesn’t get any stupider.”

Gravel blames that policy on lobbying by ethanol producers such as Archer Daniels
Midland. ADM has received more than ten billion dollars in federal ethanol subsidies
since 1980.


For the Environment Report, this is Samara Freemark.

Related Links

Target Drops Pvc

  • Target has finally agreed to stop using PVC in its products. (Photo by Lester Graham)

After a two year campaign against the retailer, Target says it will do what Wal-Mart and other retailers have already done. It will
stop using PVC plastic in its products. Lisa Ann Pinkerton Reports:

Transcript

After a two year campaign against the retailer, Target says it will do what Wal-Mart and other retailers have already done. It will
stop using PVC plastic in its products. Lisa Ann Pinkerton Reports:


Commonly known as vinyl, polyvinyl chloride, or PVC plastic contains phthalates, which are used to soften
hard plastic. But they are also believed to be toxic to humans, wildlife and the environment. Target says it
will phase out PVC in its products and ask its vendors to do the same.


Mike Shade with the Center for Health, Environment and Justice says large retailers are taking the lead on
PVC and that will influence the marketplace:


“By getting large manufacturers and large retailers to switching to safer materials that will drive costs down
and make it easier for smaller companies to do the same.”


Shade says many of Target’s baby accessories will be PVC free by January and most of toys by the fall of 2008. The next

step, he says, is to get retailers
like K-Mart, Sears, and Costco to do the same


For the Environment Report, I’m Lisa Ann Pinkerton.

Related Links

Report Says Build More Power Plants

A new national report recommends building more nuclear power plants in the
U.S. Chuck Quirmbach reports:

Transcript

A new national report recommends building more nuclear power plants in the
U.S. Chuck Quirmbach reports:


A study by the National Research Council urges the Department of Energy to
place greater emphasis on identifying sites for more nuclear power plants and
improving plant designs.


University of Wisconsin Engineering Physics Chairman Mike Corradini served on
the committee. He says there’s a need for more large scale electricity generation
that doesn’t add to carbon emissions:


“And it’s important we do it with a fuel source which is relatively secure. Nuclear
power is a logical way to do this and therefore that should be the major focus in
the next 10 to 15 to 20 years.”


Another part of the national report recommends scaling back of a new program to
speed the reprocessing of spent uranium fuel to share with other countries. Nuclear power opponents worry about radioactive waste and want to block
proposed subsidies for the nuclear power industry.


For the Environment Report, I’m Chuck Quirmbach.

Related Links

Making Boat Washing Mandatory

  • Sarah and Mike Litch rake the bottom of Little Glen Lake, identifying plants to make sure there are no new foreign invaders. They want to catch problems early before they spread and completely take over this lake. (Photo by Linda Stephan)

Aquatic plants and animals can cling to the bottom of
recreational boats. That’s one way invasive species are spread. A couple of hitchhiking zebra mussels, or a plant
caught in the propeller are enough to alter the ecosystem of an
entire lake. One resort region has passed laws requiring boaters
to wash their boats before putting them into their local lakes.
But some state officials don’t like the new laws, and that
might make it impossible to enforce them. Linda Stephan
reports:

Transcript

Aquatic plants and animals can cling to the bottom of
recreational boats. That’s one way invasive species are spread. A couple of hitchhiking zebra mussels, or a plant
caught in the propeller are enough to alter the ecosystem of an
entire lake. One resort region has passed laws requiring boaters
to wash their boats before putting them into their local lakes.
But some state officials don’t like the new laws, and that
might make it impossible to enforce them. Linda Stephan
reports:


Little Glen Lake is known for unpredictable winds, and clear
blue waters… at times the lake is turquoise. It sits against
glacial dunes that lead to the eastern coast of Lake Michigan.
Sarah Litch retired here with her husband Mike:


“It was kind of a toss-up between New England and here. Miss
the mountains, but we love the water here. Although there are
so many water issues now. I don’t know.”


Those water issues include foreign invasive plants that could
take over Little Glen Lake:


On a pontoon boat, the Litch’s zig zag across the lake, raking up
aquatic plants at the bottom. If there are any invaders, they
want to find them early.


One of the bad guys they’re looking for is Eurasian water
milfoil. That’s a long, thin plant with feather-like green leaves.
Another invader is Hydrilla. You’ve probably seen it in
aquariums. It’s taken over lakes from California to Indiana, and
on to Maine. Both plants grow very quickly, they choke out native
fish habitat, and form a green carpet on the lake surface:


“And then it can be all – you’re trying to boat in all this tangle
of aquatic plants, or swim. So it just ruins a lake.”


These invaders have likely spread from lake to lake across the
US hitchhiking on boats pulled out of one lake, and headed for
another.


Some states such as Maine and Minnesota now require boaters
to make sure crafts and trailers are free of aquatic nuisances
before they drive down the road with them, possibly
endangering other lakes. And in those states, officials inspect
boats, too.


But other states, such as Pennsylvania and Michigan, have NOT
taken those steps, and Michigan borders four of the five Great
Lakes.


Since the state hasn’t passed laws to prevent boats from moving
invasive species from one lake to another, some local officials
have.


Sarah Litch designed a local law that requires boats to be washed
before going into local inland lakes, and it easily passed in two
adjoining communities. So around here, it’s a 500 dollar fine if
you don’t wash your boat.


Homeowners provide a free wash station at the main point of
entry to Little Glen Lake, a state-owned boat launch, but a few
boaters had refused the voluntary local inspections. That
frustrated Sarah Litch enough to fight for new local laws:


“Just to give people that are working at the boat wash a little more
backup when they have a refusal. So that they can inform the
individual and take their license if they refuse.”


But the local governments might end up in a power struggle
with the state agency that controls the boat launch, the
Michigan Department of Natural Resources. The state
agency doesn’t like this new local law.


Jason Fleming – who’s with the agency – says the homeowners’
boat wash has been successfully running on state property for a
decade, but only because the state allows it with special
permission:


“When we established that with the association, it was based on
a voluntary basis. So we’d have to review the terms and the
language of that agreement.”


In other words, if workers at the wash station start reporting
boaters to the local sheriff for refusing their services. Fleming
says the state might kick them off the state-owned boat launch
property. He says a voluntary approach is enough.


State officials don’t believe the local law applies to the state-
owned boat launch.


Chris Bzdok is an environmental lawyer. He says state courts have repeatedly ruled that local
governments can make laws like this one… and they can enforce them:


“The localities have a right to protect these resources – whether
they’re being accessed through a road end, through a private
marina, or through a state facility. The larger question is why
the DNR has a problem with it. What would be any good-faith,
genuine, substantive reason for opposing that?”


Scanning the lake from the boat launch, Sarah Litch talks of
what to do when – not if – the next invading plant or aquatic
animal arrives.


She says the best way to protect the lakes is to enforce the local
law, to make sure boats don’t bring in new invaders.


For the Environment Report, I’m Linda Stephan.

Related Links

FIGHT FOR AMERICA’S LONGEST RIVER (Part 3)

  • Finding a balance between natural habitat and commerce on America's rivers is causing problems. (Photo by Lester Graham)

When Lewis and Clark traveled up the Missouri River 200 years ago, they
recorded the abundant wildlife they saw along their way. Fur trapping was a
thriving industry on Frontier Rivers. But it took another 100 years of over-hunting
for the US to realize it was wiping out its wildlife. Today, conservation,
commerce and tourism all intersect on the nation’s big rivers. Each of those
industries relies on a steady supply of water. In the last of three reports, Kevin
Lavery looks at how all of those interests share – and struggle – over water:

Transcript

When Lewis and Clark traveled up the Missouri River 200 years ago, they
recorded the abundant wildlife they saw along their way. Fur trapping was a
thriving industry on Frontier Rivers. But it took another 100 years of over-hunting
for the US to realize it was wiping out its wildlife. Today, conservation,
commerce and tourism all intersect on the nation’s big rivers. Each of those
industries relies on a steady supply of water. In the last of three reports, Kevin
Lavery looks at how all of those interests share – and struggle – over water:


The Missouri River is known as the Big Muddy. Sure, it’s muddy at its mouth
where it joins the Mississippi River near St. Louis. But a thousand miles
upstream, the Missouri cuts a gleaming blue ribbon through Bismarck, North
Dakota. It looks like paradise to Mike Peluso… and with a broad smile, he rushes
his boat smack into the middle of it.


Peluso grew up fishing on this river. It’s a place brimming with history. Lewis
and Clark camped here in 1804. As he’s fishing, Peluso points to a frontier-era
fort that now sits within a state park:


“That’s actually where Custer started off, right up there before he went to his final… Here’s
a bite!”


Peluso lands a 4-pound walleye. It’s the most abundant fish species in the upper
Missouri system, and he wants to keep it that way:


“Just going to let her go down. You know, hopefully my kids at some point in time will get
to enjoy the same thing I just did. (SPLASH). Oh yeah… she took off. Perfect.”


Fishing on the Missouri River is crucial to North Dakota’s economy. In the 1950’s
the Army Corps of Engineers dammed the Missouri River 80 miles north of
Bismarck. The formation of Lake Sakakawea gave rise to a 150 million dollar
annual recreation industry.


That industry largely exists because of the US Fish and Wildlife Service. The
Garrison Dam National Fish Hatchery breeds 80% of the state’s game fish.
There’s about 70 million walleye eggs in one building alone. But officials here
also care for fish that are never meant to be caught.


Rob Holm is with the Fish and Wildlife Service. He watches several pallid
sturgeons circling an 8,000 gallon tank. Each five-foot fish weighs about 60
pounds. The pallid has survived for 70 million years. But Holm says threats to
its habitat have made it an endangered species:


“If we can change things just enough to give them a fighting chance, I think it’s a good
thing. They’ve been around since the time of the dinosaurs. If we miss a beat on it now…
they’re not going to be there in 10 years.”


The pallid sturgeon was harvested for its caviar before it was federally protected.
But illegal catches still happen. Environmental groups see the pallid as a
barometer that gauges the overall health of the Missouri River. Chad Smith runs
the Nebraska field office of American Rivers:


“We lose the pallid sturgeon, that’s an indication that we may start to see problems with
the catfish and the paddlefish and the mallards and the bass, and then people are really
going to start screaming.”


The pallid sturgeon needs deep water to lay its eggs. In 2006, the Army Corps of
Engineers released extra water from a South Dakota reservoir to mimic the flood
pulse that cues the fish’s reproduction. It was a highly controversial act 15 years
in the making:


“I’m uncomfortable with the Corps playing God.”


Paul Rhode is with the national shipping advocacy group Waterways Council,
Incorporated. He says the artificial rise meant dropped water levels later in the summer.
That hurt commercial barge operators. Rhode questions the Corps’ methods:


“I hope there are studies going on to try to capture whatever it is that they’re doing to justify
having a spring rise. In past years it was to stimulate least tern and piping plover
populations, and then it was discovered that there was no science behind that. That was
just guesswork.”


The interior least tern and the piping plover are two birds that are also protected
by the Endangered Species Act. Spokesman Paul Johnston says the Corps has
evidence that its methods are working:


“Near Ponca, Nebraska we dredged out an old channel that had been closed off to create
shallow water habitat for the sturgeon and created an island. It was still being groomed
when the terns and plovers began nesting on it. We had to shut the bulldozer operator
down.”


The Corps says it understands the needs of all the different interests along the
Missouri River. That’s why it’s agreed to pay for an independent scientific study
of its habitat construction program. That study is expected to begin this fall. The
Corps says it’s still committed to trying to find a balance between nature and
business on America’s longest river. But barge owners, sportsmen and
environmentalists will try to tip that balance in their favor.


For The Environment Report, I’m Kevin Lavery.

Related Links

High Tech, High Voltage Cars

  • Mechanic Mike Beukema just opened his own shop, Enviro Auto Plus, after working as a Toyota mechanic for 18 years. He specializes in fixing hybrids. He says there's a pretty big learning curve, especially when it comes to dealing with the high voltage battery. (Photo by Rebecca Williams)

These days, hybrid gas-electric vehicles make up just a tiny fraction of total car and truck sales. But that’s expected to change. With higher gas prices…
demand for hybrids is
going up. And car companies are stepping up their hybrid production. But there’s a shortage of people who know how to fix hybrids. Rebecca Williams reports some mechanics are getting a crash course in hybrids:

Transcript

These days, hybrid gas-electric vehicles make up just a tiny fraction
of total car and truck sales. But that’s expected to change.
With higher gas prices… demand for hybrids is going up.
And car companies are stepping up their hybrid production. But there’s
a shortage of people who know how to fix hybrids. Rebecca Williams
reports some mechanics are getting a crash course in hybrids:


Mike Beukema’s been a mechanic for more than 18 years. So he’s seen
cars change a lot. But opening the hood of a hybrid car… that pretty
much changed his life:


“This car just fascinates me altogether so that was the perfect fit.
When it came out, I says this is what I want to be all about!”


He loves the technology. He loves that every time you hit the brakes
you recharge the car’s battery. He loves all the little computers that
tell him exactly what needs fixing.


But there’s one thing that took some getting used to:


“The whole issue of safety was freaky at first because you almost
didn’t dare work on them because they were letting you know exactly how
dangerous it was.”


It’s dangerous because you can get zapped by the high voltage battery.


“These have circuit fuses in ’em at 15 amps – there’s plenty of power
there. Not something you want to mess with.”


You can actually get electrocuted.


Mike Beukema’s got experience with hybrids. He worked at Toyota when
the first generation Priuses came out.


Beukema says the high voltage batteries are pretty intimidating for the
professionals, let alone backyard mechanics. And to really know what’s
wrong with a hybrid system, there’s a big thick manual you have to
read. And c’mon, who wants to read the manual?


Beukema says all this means working on hybrids is a pretty big shift
for mechanics. He says at this point most people who know how to fix
hybrids work at dealerships. There aren’t a whole lot of independent
shops that can fix them. That could be a problem if you like to shop
around to save money on car repair. Or if you break down in the
middle of nowhere.


That’s why, here and there, hybrid classes for independent mechanics
are popping up.


Kurtis LaHaie teaches auto tech classes at Macomb Community College in
Michigan. He recently started hybrid classes here. Today, he’s got a
room full of high school auto tech teachers.


He’s holding their attention… even after lunch.


“Too many volts, too many amps, you’re being cooked, literally inside.”


Then he pulls out the face shield and the big orange gloves.


“Now, as a technician, we’re going to need some new tools. These are
lineman’s gloves – people up on telephone poles? That’s what they wear.
That’s what we’re going to wear, same thing.”


LaHaie says electricity can get through even a tiny pinhole in the
gloves… so you have to be careful.


There’s also a big shepherd’s hook you’re supposed to have on hand.
Just in case you have to save your buddy from being electrocuted by a
live battery.


Joe Hart had his eye on that shepherd’s hook. It’s not the kind of
thing that helps sell a guy on hybrids:


“I’m an internal combustion guy, a technician, but you’ve gotta embrace
change and you’ve gotta accept the fact that we’re going to move from
an oil society at some point and I want to be there when it happens, I
want to be ahead of the game rather than trying to catch up.”


Hart might not have much of a choice.


Instructor Kurtis LaHaie says even new internal combustion cars are
getting more complicated. Let alone hybrids:


“If you don’t keep up, you’re going to fall by the wayside. The old
backyard mechanics, they’re very hard to maintain these cars, they’re
very sophisticated. This is just the next level for them to get into.
There’s room for everybody but I think the guys who take the lead in
this, especially now, will take the lead in the future and will do very
well.”


(Sound of grandfather clock chiming)


Mechanic Mike Beukema is hoping that’s true. After a long career at a
dealership, he’s just opened his own shop specializing in hybrids.
Right now, it’s a little lonely for him.


“I’m the service writer, the person that answers the phone, the person
that fixes your car, and person that collects your money – so I am, I
guess, everything here right now.”


Beukema says with any luck, that won’t last too long. He sees his shop
getting big enough that he can quit fixing cars himself. His dream is
to hire guys fresh out of trade school and train them to be experts on
hybrids and other cars of the future.


For the Environment Report, I’m Rebecca Williams.

Related Links

Fish Disease Spreads to New Waters

  • The external bleeding on this freshwater drum fish is a result of VHS. The disease is spreading beyond the eastern Great Lakes region. (Photo by John Lumsden, University of Guelph)

A virus that’s been killing fish in the Great Lakes is spreading to
other waterways in the US. Chuck Quirmbach reports:

Transcript

A virus that’s been killing fish in the Great Lakes is spreading to
other waterways in the US. Chuck Quirmbach reports:


Viral hemorrhagic septicemia has been limited to the eastern Great
Lakes region, but now it’s gotten into a forty-mile long lake in
Wisconsin. Lake Winnebago draws anglers from a wide area.


Mike Schmal is a local tourism official. He says the fish-killing
virus could be very disruptive.


“There’s numerous bait shops and numerous businesses that depend on the
lake and this is our summer leisure season… when the boating season
begins and when sportfishing begins.”


Scientists say it appears to be impossible to get the virus out of
infected waters, so natural resource officials are trying to stop VHS
from being spread to more lakes and rivers in other states.


It’s not clear how VHS got into the US, though contaminated
ballast water from international ships is one possibility.


For the Environment Report, I’m Chuck Quirmbach.

Related Links

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.

Related Links

Searching for Elusive Eastern Cougar

The U.S. Fish and Wildlife Service plans to look at
whether the eastern cougar exists. The agency will be
looking in 21 states from Maine to Michigan, and down
to Tennessee. As Linda Stephan reports, the review
could end with a recommendation to remove its
endangered status:

Transcript

The U.S. Fish and Wildlife Service plans to look at
whether the eastern cougar exists. The agency will be
looking in 21 states from Maine to Michigan, and down
to Tennessee. As Linda Stephan reports, the review
could end with a recommendation to remove its
endangered status:


Officials have long presumed that the Eastern cougar
is extinct, and they say it’s not probable they’ll
find evidence of the large, evasive cat east of the
Mississippi in this review.


Mike DeCapita says it’s more likely officials will
find there never was an Eastern cougar that’s any
different from the cats found in Western states. He’s
a wildlife biologist with the U.S. Fish & Wildlife
Service:


“The next question then after that would be, does the
cougar subspecies, the single subspecies in North
America warrant listing? And my speculation would be
that it doesn’t.”


The official assumption is that there are no cougars
of any type breeding in these states, and that’s been
controversial.


Several citizen groups say there’s evidence to suggest
some are living in the wild east of the Mississippi,
and possibly breeding.


For the Environment Report, I’m Linda Stephan.

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