Climate 411

This post is by Vickie Patton, Deputy General Counsel at Environmental Defense Fund, and a former attorney in EPA’s General Counsel’s office.

One year ago, the Supreme Court rejected the Environmental Protection Agency (EPA) claim that it lacked legal authority to regulate global warming pollution (for example, from vehicle tailpipes). EPA administrator Stephen Johnson promised a firm and prompt response to the high Court’s decision, but a year passed with no action.

Then on March 27, Johnson recanted his commitment.

So today, a broad coalition of 18 states, 3 cities, and 11 non-profit organizations (see full list*) took legal action to compel EPA to comply. The parties are led by the Commonwealth of Massachusetts, and include Environmental Defense Fund.

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This post is by Vickie Patton, Deputy General Counsel at Environmental Defense, and a former attorney in the EPA’s General Counsel’s office.

Two years ago, California asked the U.S. Environmental Protection Agency (EPA) to pave the way for landmark standards to limit global warming from motor vehicles. Seventeen other states plan to implement the Clean Car standards, pending the EPA decision. But today – after two years of stalling – EPA said no. This decision is virtually unprecedented; EPA has granted similar requests over 50 times in 40 years.

The Bush administration is putting the brakes on state action to address the global warming crisis. Doing nothing about global warming is bad enough – but going out of your way to block the state leaders who are taking action is just plain shocking.

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The author of today’s post, John DeCicco, Ph.D., is a Senior Fellow for Automobile Strategies at Environmental Defense.

How much carbon dioxide (CO₂) are cars emitting, and is it getting better or worse? The answer is in our new report on Automakers’ Corporate Carbon Burdens. It’s the third in a series we began in 2002, and covers 1990-2005. Some findings of note:

• Toyota and BMW have shown that it’s possible to cut the CO₂ emissions rate while enjoying strong sales growth – a lesson to the other 10 automakers we examined, whose emissions rates all increased in 2005 compared to 1990. Automakers can significantly reduce carbon emissions through creative design and incremental enhancement of conventional technologies.
• The average CO₂ emissions rate from new vehicles fell 3 percent from 2004 to 2005 – the first drop in nearly two decades. We probably can thank high gas prices for this since it made new car buyers think about fuel efficiency. Gas-guzzling truck-based SUVs became less appealing, and this accelerated the shift to car-based SUVs with better fuel efficiency.

But we still have a long way to go. Despite the one year drop, the emissions rate remains 4 percent higher than it was in 1988.

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