Daily Score Blog

This is the eighth in a short series of posts that explain some important but often overlooked policy issues in the Western Climate Initiative -- the West's regional cap-and-trade system. (Much to readers' delight, this is the last installment I'm planning to write.)

You can't talk about regional cap and trade very long before someone brings up the subject of pre-emption. What happens if the federal government creates a national cap and trade program? Would the regional programs disappear? And if so, why bother working on them?

First, let's get one thing straight: no one knows what will happen.

Seriously. No one has any idea. And that includes me.

No matter how confidently anybody expresses an opinion on pre-emption, you can rest assured that it's just speculation. And that uncertainty is precisely why it's so important to work on regional programs like WCI: regional cap and trade is what we've got. There's simply no guarantee we'll have a federal alternative soon.

Sure, we know that a new president will be elected in November. But while both John McCain and Barack Obama have proposals for a national cap and trade program, it is hardly a foregone conclusion that a serious policy will emerge intact in the near future. Here are a few ways that things could play out:

I'm always fascinated by the "1 percent solutions" to energy. It seems to me that in order to address both climate change and fossil fuel dependence, we'll need a few big structural changes, but we'll also need a lot of 1 percent solutions -- and maybe a bunch of quarter-percent solutions too. And the advantage of the 1 percent solutions is that they're often exceedingly easy; and so cheap that they actually put money in your pocket.

So I enjoyed Cindy Skrzycki's column this morning on low rolling resistance tires:

A study by the National Academies of Science in 2006 concluded it was feasible to reduce rolling resistance by 10 percent. This would increase the fuel economy of vehicles by 1 percent to 2 percent, saving up to 2 billion gallons of gasoline and diesel annually. Michelin said that over the past 15 years its energy-saving tires have reduced fuel consumption worldwide by about 2.38 billion gallons, compared with conventional tires.

Easy, right? The problem is, there's very little opportunity for consumers to evaluate the fuel-efficiency of tires (as Clark once discovered). Not only is there no rating system in place, but a national standard has actually been banned by Congress since 1996.

No kidding:

The congressional ban, first passed in 1996, said there could be no federal rule adding to existing grading standards that would require a certain level of fuel efficiency.

A 1998 Senate report explained that the prohibition covered "any rulemaking which would require that passenger car tires be labeled to indicate their low rolling resistance, or fuel-economy characteristics."

That's very helpful. Thanks, Congress.

Luckily, there's good news just around the corner. Congress has shifted gears and is now demanding a consumer-information program in place by next year. The National Highway Traffic Safety Administration should have a rule in place by the end of 2009, though it's not clear when consumers will actually see the information in a standardized way.