EPA administrator Stephen Johnson’s
denial
of California’s petition to regulate tailpipe greenhouse gas emissions
following the White House energy bill signing
ceremony
was deservedly front page news from
coast
to coast. The
Supreme Court forced the EPA to consider
California’s December 2005 Clean Air Act waiver request in April 2007
(Massachusetts v.
EPA).
In testimony before the
Senate
and the
House
earlier this year, Johnson signaled his lack of desire to grant the
waiver. Now that decision has come in, with justifications even
EPA’s own laywers and policy staff don’t
believe. This is the first time in the history of the Clean Air Act that
the EPA has denied a section 209 California
waiver request.
[Ed.—Warming Law has superior analysis of the decision, from which
I’ll steal some key insights.]
The EPA, which is yet to release the formal
denial, announced in its press
release
that the increased CAFE standards in the new
energy law to justify its denial of the California waiver:
EPA has determined that a unified federal
standard of 35 miles per gallon will deliver significant reductions in
greenhouse gas emissions from cars and trucks in all 50 states, which
would be more effective than a partial state-by-state approach of 33.8
miles per gallon.
Warming
Law
says “EPA appears to be attempting to add a new test to the Clean Air
Act” in requiring that California prove a local interest in addition to
the “compelling” and “extraordinary” standards the Supreme Court said
this problem meets.
Warming Law’s Tim
Dowling
notes that Johnson’s claim the waiver would create a “confusing
patchwork of state rules” is
typical
industry
rhetoric
that is specious—only two sets of standards, national and California,
would apply. “Johnson failed to explain how
EPA has been able to grant
EVERY other 209 waiver request in history
without creating a confusing patchwork, but can’t do so here.”
Juliet Eilperin of the Washington Post
reveals
that Johnson overrode his staff.
In a PowerPoint presentation prepared for the administrator, aides
wrote that if Johnson denied the waiver and California sued, “EPA
likely to lose suit.”
If he allowed California to proceed and automakers sued, the staff
wrote, “EPA is almost certain to win.”
The technical and legal staffs cautioned Johnson against blocking
California’s tailpipe standards, the sources said, and recommended
that he either grant the waiver or authorize it for a three-year
period before reassessing it.
“Nobody told the administration they support [a denial], and it has
the most significant legal challenges associated with it,” said one
source, in an interview several hours before Johnson’s announcement,
who spoke on the condition of anonymity because the official is not
authorized to speak for the agency. “The most appropriate action is to
approve the waiver.”