Well we are going to hear a whole lot of smooze on this bill, and the Democratic Chair of the Energy
Committee is already trying to say it will be cost neutral. Let's look at it in sections and you can decide
for yourselves...

About a week ago Senator Boxer released the text of the Boxer-Kerry (Cap-And-Trade) Energy Bill:

http://kerry.senate.gov/cleanenergyjobsand...er/pdf/bill.pdf


111TH CONGRESS
1ST SESSION

S. 1733

To create clean energy jobs, promote energy independence, reduce global
warming pollution, and transition to a clean energy economy.

So, lets take a quick scan of items in the first 80 pages of the 821-page bill:

Page 9:

(10) moving to a low-carbon economy must protect the most vulnerable populations in
the United States, including low-income families that are particularly affected by volatility in energy prices;

Page 11:
(1) in 2012, the quantity of United States
greenhouse gas emissions does not exceed 97 percent
of the quantity of United States greenhouse gas
emissions in 2005;

(2) in 2020, the quantity of United States
greenhouse gas emissions does not exceed 80 percent
of the quantity of United States greenhouse gas
emissions in 2005;
(3) in 2030, the quantity of United States
greenhouse gas emissions does not exceed 58 percent
of the quantity of United States greenhouse gas
emissions in 2005; and
(4) in 2050, the quantity of United States
greenhouse gas emissions does not exceed 17 percent
of the quantity of United States greenhouse gas
emissions in 2005.

Page 21:

The (EPA) Administrator shall promulgate standards applicable to emissions
of greenhouse gases from these new nonroad engines or
vehicles by December 31, 2012. The Administrator shall
also promulgate standards applicable to emissions of
greenhouse gases for such other classes and categories of
new nonroad vehicles and engines as the Administrator determines appropriate
and in the timeframe the Administrator determines appropriate. The Administrator shall
base such determination, among other factors, on the relative contribution of greenhouse gas emissions, and the
costs for achieving reductions, from such classes or categories of new nonroad engines and vehicles.
The Administrator may revise these standards from time to time.

Page 23:

the Administrator may establish provisions for averaging, bank
ing, and trading of greenhouse gas emissions credits with
in or across classes or categories of motor vehicles and
motor vehicle engines, nonroad vehicles and engines (in
cluding marine vessels), and aircraft and aircraft engines,
to the extent the Administrator determines appropriate
and considering the factors appropriate in setting stand
ards under those sections. Such provisions may include
reasonable and appropriate provisions concerning genera21
tion, banking, trading, duration, and use of credits.

Pages 25-26:

‘‘(A) the development of surface transpor4
tation-related greenhouse gas emission reduc
tion targets pursuant to sections 134 and 135
of title 23, and sections 5303 and 5304 of title
49, United States Code;
‘‘( the assessment of projected surface
transportation-related greenhouse gas emissions
from transportation strategies;
‘‘© the assessment of projected surface
transportation-related greenhouse gas emissions
from State and regional transportation plans;
‘‘(D) the establishment of surface trans
portation-related greenhouse gas emission base
lines at a national, State, and regional level;
and
‘‘(E) the measurement and assessment of
actual surface transportation-related emissions
to assess progress toward achievement of emis
sion targets at the State and regional level;
‘‘(3) methods for collection of data on transpor
tation-related greenhouse gas emissions; and
‘‘(4) publication and distribution of successful
strategies employed by States, metropolitan planning
organizations, and other entities to reduce transpor
tation-related greenhouse gas emissions.

Page 27:

‘‘(d) TIMING.—The Administrator and the Secretary
shall—
‘‘(1) publish proposed regulations under sub
sections (a) and ( not later than 1 year after the
date of enactment of this section; and
‘‘(2) promulgate final regulations under sub
sections (a) and ( not later than 18 months after
the date of enactment of this section.

Page 34:

‘‘(aa) efforts to increase
public transportation ridership,
including through service im6
provements, capacity expansions,
and access enhancement;
‘‘(bb) efforts to increase
walking, bicycling, and other
forms of nonmotorized transpor
tation;
‘‘(cc) implementation of zon
ing and other land use regula
tions and plans to support infill,
transit-oriented development, re
development, or mixed use devel
opment;
‘‘(dd) travel demand man
agement programs (including
carpool, vanpool, or car-share
projects), transportation pricing
measures, parking policies, and
programs to promote telecom
muting, flexible work schedules,
and satellite work centers;


Page 42:

‘‘(iii) MINIMUM REQUIREMENTS.—
Each metropolitan transportation plan de
veloped by a metropolitan planning organi
zation under clause (i) shall, within the
plan, demonstrate progress in stabilizing
and reducing transportation-related green
house gas emissions so as to contribute to
the achievement of State targets pursuant
to section 135(f)(9) of title 23.

Page 43:

‘‘(II) inventory all sources of surface transportation-related greenhouse
gas emissions;

Pages 62,63 and 64:

GENERAL.—The Secretary of Transportation
(referred to in this section as the ‘Secretary’) shall provide
grants to States and metropolitan planning organizations to carry out the purposes of this section for each fiscal
year—
‘‘(1) to support the developing and updating of
transportation greenhouse gas reduction targets and
strategies; and
‘‘(2) to provide financial assistance to imple
ment plans approved pursuant to—
...
‘‘(2) ELIGIBLE ORGANIZATIONS.—The Sec
retary shall distribute the funds available in (1) to
metropolitan planning organizations (as defined in
section 134(k)(7) of title 23, United States Code) in
the proportion that—
‘‘(A) the population within such a metro
politan planning organization; bears to
‘‘( the total population of all such met
ropolitan planning organizations.

Page 65:

‘‘(F) plans that increase transportation op
tions and mobility, particularly for low-income
individuals, minorities, the elderly, households
without motor vehicles, cost-burdened house
holds, and the disabled

Page 66:

‘‘(e) COST-SHARING.—The Federal share of the costs
of a project receiving Federal financial assistance under
this section shall be 80 percent.

Page 69:

There is established within the
Environmental Protection Agency a SmartWay Transpor
tation Efficiency Program


Page 70:

‘‘(4) Promotion of the availability of, and en
couragement of the adoption of, SmartWay certified
or verified technologies and strategies, and publica
tion of the availability of financial incentives, such
as assistance from loan programs and other Federal
and State incentives.

‘‘© SMARTWAY TRANSPORT FREIGHT PARTNER
SHIP.—The Administrator shall establish a SmartWay
Transport Partnership program with shippers and carriers
of goods

Page 71:

‘‘(d) IMPROVING FREIGHT GREENHOUSE GAS PER
FORMANCE DATABASES.—The Administrator shall, in co
ordination with the Secretary of Commerce and other ap
propriate agencies, define and collect data on the physical
and operational characteristics of the Nation’s truck population,

Page 72:

‘‘(2) make such loans and/or leases available to
public and private entities for the purpose of adopt
ing low-greenhouse gas technologies or strategies for
the mobile source sector that are designated by the
Administrator;


Page 75:

© FINDING.—Congress finds that it is in the public
interest to achieve widespread, commercial-scale deploy
ment of carbon capture and storage in the United States
and throughout Asia before January 1, 2030.

Page 76:

the Administrator shall—
‘‘(A) take into account, and reduce redun
dancy with, the requirements of section 1421 of
the Safe Drinking Water Act (42 U.S.C. 300h),
including the rulemaking for geological storage
wells described in the proposed rule entitled
‘Federal Requirements Under the Underground
Injection Control (UIC) Program for Carbon
Dioxide (CO2) Geologic Sequestration (GS)
Wells’


I put this thread here because there is not one topic under the "Energy" threads
that is broad enough to consider the huge nature of this legislation. It involves more
planning data collection, promulgation of guidelines, regulations, legal penalties and
enforcement programs for everything from off-road vehicles, homes, businesses,
cars, heavy-duty vehicles, mass transit, freight, drilling, utilities etc. etc.

This is the broadest (in it's effect and control) legilsation I have ever seen...
and most of the power to promulgate rules and regulations (read laws) is
collected in an "Administrator" established in the EPA. It also appears
this will be rolling (if passed by 2014)...vehicles under the legilsation will
be highly modified after Dec. 31, 2012...so buy any vehilce you may need in your
lifetime before that date (that's my advice).

And, for those considering higher education: take metro planning and administration,
data collection and analysis, IT, electrical engineering and enviromental science...
if passed...there will be hundreds of thousands of planning, counting and re-gearing
of everything from construction to mass transit.

P.S.: sorry about the smilies, but legal notations don't always translate.

To be continued...

http://www.washingtonpost.com/wp-dyn/conte...isrc=newsletter

Economics of climate change in forefront
Senate panel takes up bill, setting stage for fight over estimates

By Juliet Eilperin
Washington Post Staff Writer
Wednesday, October 28, 2009

For a decade or more, the political battle over climate change has been fought largely over the validity
of the science of global warming. But Tuesday, as the Environment and Public Works Committee opened
its first hearing on a Senate climate change bill, those concerns took a rear seat to a different issue:
the potential economic impact of climate change.

And the scene was set for a battle over best estimates.

The shift, which has taken place everywhere from the U.S. Chamber of Commerce to the most liberal
environmental groups, has prompted an array of competing studies aimed at predicting what will happen
if the United States comes up with a means of charging industries for creating the emissions linked to
global warming. The answer to that question is based on complex calculations projecting years into the future
-- the interpretation of which is influenced by each side's underlying beliefs. And it promises to define the
debate on Capitol Hill for the next several months.

...

I guess I put this thread in the proper place after all...