Climate Compass Blog
In late 2009, more than 1,000 emails belonging to the Climatic Research Unit (CRU) at the University of East Anglia in the United Kingdom were disclosed without authorization by an unknown party. The contents of a relatively small number of the email messages became the basis for the controversy commonly known as “Climategate.”
Prior to any investigations, my initial read of the emails found some unbecoming behavior by a few individual scientists but no indication of scientific misconduct, like hiding data or suppressing scientific debate.
In the course of 2010, five investigations—three in the U.K. and two in the United States—cleared scientists working for the CRU and an American scientist working at Penn State University of any scientific wrongdoing.
This blog post was co-authored by Deron Lovaas of the Natural Resources Defense Council and is also posted on NRDC's blog Switchboard.
If you were a resident of Washington, D.C., in 2000 and still live in the District today, you may have noticed the number of cars in the city has dropped significantly. Between 2000 and 2008, the population of D.C. grew 3 percent (more than 18,000), while the number of registered automobiles dropped almost 8 percent (nearly 19,000 cars and light trucks). A recent Center for Clean Air Policy (CCAP) report highlighted one of the reasons for this shift in how we get around: more and more people now prefer to live in walkable communities.
Last Wednesday’s House Energy and Power Subcommittee hearing on the Energy Tax Prevention Act lived up to its billing as being the first clash between the new majority and minority on the committee. For eight hours, the Members opposing regulation argued that EPA was overstepping its authority in regulating greenhouse gas (GHG) emissions. They asserted that such action would kill jobs and harm the economy. Members supporting regulations argued that EPA is required to act and is doing so in the interest of public health.
The Energy Tax Prevention Act, a draft proposal jointly released by Rep. Upton (R-MI), Rep. Whitfield (R-KY), and Sen. Inhofe (R-OK), would prevent EPA from regulating GHGs, remove GHGs from the Clean Air Act, and specifically repeal all actions related to climate change, including the scientific Endangerment Finding, the Tailoring Rule, New Source Review regulations, reporting requirements for GHG emissions, and proposed New Source Performance Standards. The lone exemption is the Clean Car rule, which would remain untouched.
It’s instructive to look at the funding levels recently proposed by the House leadership for the remainder of this fiscal year in light of the eight hour hearing on climate change held last week before the House Energy and Power subcommittee.
At the risk of oversimplification, the key messages from the Members who organized the hearing were that the science behind and risks associated with climate change are uncertain, EPA regulations will impose substantial costs and result in job losses, and U.S. industry needs regulatory certainty in order to invest in new facilities here in the United States.
There is a lot of buzz around Washington these days that plug-in electric vehicles (PEVs) are the answer to our energy security and climate problems. In the recent State of the Union, President Obama restated his goal of having 1 million PEVs on the road in the United States by 2015, and the U.S. Department of Energy (DOE) recently released a report projecting that we will meet the goal. Meanwhile, a panel I sat on for Indiana University’s School of Public and Environmental Affairs (SPEA) said the data indicates we won’t get quite that many PEVs on the road by 2015. The question is – does it matter if we precisely reach the President’s goal or not? The answer is no, so long as we are taking concrete steps towards jumpstarting PEV manufacturing and supporting infrastructure and learning from the experiences of early PEV adopters.