[Congressional Record Volume 155, Number 44 (Thursday, March 12, 2009)]
[Senate]
[Pages S3068-S3069]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




                               CLEAN TEA

  Mr. CARPER. Mr. President, I have come to the floor of the Senate 
many times to discuss the importance of curbing greenhouse gas 
emissions. Over the past several Congresses, I have introduced 
legislation to create a mandatory cap-and-trade program to help 
utilities reduce their emissions of carbon dioxide, while also 
regulating unhealthy emissions of mercury, nitrogen oxide and sulfur 
dioxide. Hopefully, later this year, Congress will consider an economy-
wide, cap-and-trade bill to curb greenhouse gas emissions.
  But one area that has not received enough attention or comprehensive 
treatment in climate change proposals is the transportation sector.
  In all fairness, it is tricky to address. Mobile sources--like cars 
and trucks--are numerous and do not stay in any one jurisdiction. The 
amount of pollution they produce is impacted by the efficiency of the 
vehicle, the type of fuel it uses, as well as how far, fast and often 
the vehicle is driven. Managing all of those different inputs is not an 
easy thing to do. But we must find a way if we are serious about 
addressing climate change.
  The transportation sector produces 30 percent of greenhouse gas 
emissions and is the fastest growing source of pollution. If we do not 
curb emissions from transportation, we will either fail to reduce 
greenhouse gas emissions to the level scientists tell us is necessary 
to stave off climate change. Or we will have to ask other sectors to 
make up the difference.
  When the transportation sector has been considered before, the focus 
has always been on vehicle fuel economy standards or tailpipe emissions 
standards. Last Congress, I was extremely proud to play a role in 
increasing the Corporate Average Fuel Economy, CAFE, standard for cars 
and trucks for the first time in 32 years. The new standard requires 
the entire U.S. fleet of cars and trucks to average 35 mph by 2020.
  The new standard has a better chance of success because it applies 
across the entire U.S. fleet, removing the loophole that encouraged 
auto manufacturers to build larger cars. At the same time, we 
structured the standard in a way that allows manufacturers to 
specialize in the vehicles for which they are known. Instead of having 
every manufacturer meet the 35 mph standard, those that build smaller 
cars will meet a higher standard and those that build larger cars will 
meet a lower one. But in the end, the fleet as a whole will reach 35 
mph. We increased CAFE in a way that garnered the support of both 
environmentalists and the automobile industry--a model I hope we can 
follow in developing climate change legislation.
  In the same bill that raised CAFE, Congress also established a 
Renewable Fuel Standard, RFS, requiring that 36 billion gallons of 
renewable fuel is sold in 2020--up from 9 billion gallons today.
  Taken together, the CAFE and RFS is expected to save two million 
barrels of oil per day and save consumers more than $80 billion at the 
pump. It will also reduce emissions of carbon dioxide by 18 percent.
  While this is a major improvement, we must remember that our goal is 
to reduce greenhouse gas emissions by 60 to 80 percent. We need to look 
for other ways to make the transportation system cleaner.
  That is where the bill we are introducing today comes in. The Clean 
Low-Emission Affordable New Transportation Act, or CLEAN TEA, would 
reserve a portion of any auction proceeds from a climate change bill, 
and dedicate it to funding transportation projects that reduce 
greenhouse gas emissions.
  This is a critical piece of the puzzle which, if left out, hampers 
the effectiveness of the other measures taken by car companies and fuel 
producers. For example, in 1975, we created CAFE standards to reduce 
oil use. But at the same time, we closed down transit systems and built 
homes far from workplaces, schools, groceries and doctors. As a result, 
driving increased by 150 percent. Therefore, even though cars got 
significantly more efficient, American use of oil increased 50 percent. 
We cannot afford to make that mistake again.
  CLEAN TEA requires States and metropolitan planning organizations to 
review their long-range transportation plans to determine what they 
could do to reduce greenhouse gas emissions by making their 
transportation system more efficient and providing alternative forms of 
transportation. Once they establish a goal that is appropriate for 
their area and a list of

[[Page S3069]]

projects to help them meet that goal, they would receive funding to 
build those projects. Eligible projects are anything that is proven to 
reduce greenhouse gas emissions, including transit, freight or 
passenger rail, sidewalks and bike lanes, carpools and vanpools, 
intelligent transportation systems, congestion pricing measures and 
coordination of development and transportation plans.
  Ten percent of auction proceeds might sound like a lot. But as I 
mentioned before, the transportation sector is 30 percent of the 
problem and growing faster than any other sector. In addition, these 
projects that would reduce greenhouse gas emissions will save Americans 
money and create jobs.
  The American Public Transit Association recently found that people 
who use transit regularly save $1,800 a year in transportation costs. 
The Surface Transportation Policy Project has found that those who live 
in areas with access to public transportation incur significantly lower 
costs than those who do not. This is incredibly important in a weak 
economy or when gas prices are high. Most people do not realize that 
transportation is the second highest expense in most American 
households--more than health care. For some, transportation costs are 
even higher than their mortgage or rent.
  Last spring and summer, when gas prices went to $4 a gallon across 
the country, Americans sought ways to save money by driving less. Many 
of them found that their transportation options were quite limited. 
Their neighborhoods had no sidewalks and there was little or no transit 
service. Those who had options, exercised them. But those who didn't 
either had to pay the price of gas and skimp elsewhere or reduce their 
quality of life. This is unacceptable.
  We fund our transportation system through a gas tax, which is to say 
that we pay for roads and transit by burning gasoline. When people 
drive less, our transportation budgets dry up. So states and localities 
that seek to reduce oil use, lower greenhouse emissions and save their 
constituents money, get their budgets cut. CLEAN TEA reverses that by 
sending money to states and localities based on how much they reduce 
emissions.
  As we develop a climate change bill, we must consider how every 
sector of the economy can play a part in lowering greenhouse gas 
emissions. When it comes to the transportation system, we--right here 
in Congress--have a lot to say about how that system is developed, how 
efficient it is and how polluting it is. We should make sure that, as 
we tell American businesses to get their houses in order, we clean up 
our act as well.
  Through CLEAN TEA, we have the chance to make progress addressing 
many problems at once--finding additional funding for transportation 
infrastructure, building money-saving transportation alternatives and 
lowering greenhouse gas emissions from the transportation sector.
  Mr. SPECTER. Mr. President, I have sought recognition to comment on 
my cosponsorship of the Clean, Low-Emission, Affordable, New 
Transportation Efficiency Act, CLEAN TEA.
  This bill, which I introduced along with Senator Carper, would 
establish a fund for transportation initiatives designed to reduce 
greenhouse gas emissions. The fund would be supported by 10 percent of 
the proceeds of any future cap-and-trade system established by Congress 
to address the issue of climate change. The funding could be used by 
States and local planning organizations for the development of projects 
such as rail, transit, transit-oriented land use and other initiatives 
designed to reduce emissions from the transportation sector. It is 
important to note, however, that the bill is not focused solely on 
providing alternatives to auto use. Highway operational improvements 
such as demand management programs and intelligent transportation 
systems would also be eligible if they reduce emissions by utilizing 
highway capacity in a more efficient manner.
  These are important steps in lowering our Nation's greenhouse gas 
emissions, reducing our dependence on foreign oil and promoting 
transportation mobility. Since transportation accounts for one-third of 
greenhouse gas emissions, it stands to reason that revenue generated 
from a cap-and-trade system should be devoted to creating a more 
sustainable transportation future.

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