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Good won’t go green

Rep. Bob Good has introduced legislation aimed at blocking U.S. contributions to the United Nations Green Climate Fund. 

The bill—No Taxpayer Funding for Green Climate Fund Act—would halt $1 billion promised to the fund by the Biden administration, and stop any future U.S. endowments. “Domestic energy production has helped make America great, but President Biden has consistently ceded our energy independence in the name of the radical green agenda here at home and at the United Nations,” Good said in a press release announcing the bill.

While Good claims that “[his] legislation will block Biden’s efforts to use American taxpayer dollars to push climate alarmism overseas,” the bill lacks any real momentum. Although Good’s bill will likely die in the House, it demonstrates his broader support of anti-climate policies and reactionary legislative agendas.

Despite the District 5 representative’s portrayal of the GCF and other climate protection efforts as “radical,” climate change is a pressing concern for a significant portion of the electorate. According to a 2021 Yale Climate Connection survey, a majority of respondents within Good’s own district indicated that they are concerned about global warming, and Congress should do more to address the issue.

Since coming into office, Good has consistently opposed key climate legislation. He voted against the passage of the Inflation Reduction Act and the Infrastructure Investment and Jobs Act, which “really [have] the opportunity to accelerate clean energy transitions” according to Community Climate Collaborative Executive Director Susan Kruse. While C3 focuses on more local climate efforts, Kruse says that federal legislation like the aforementioned bills “really [support] people on the ground directly.”

Beyond opposing international climate efforts, Good has also indicated his support for the continual use of fossil fuels in the U.S. In the same press release that announced his bill, Good said, “We should make every effort to enable drilling and unleash energy production in the U.S. by stewarding the vast resources of our great country.”

Since coming into office, the congressman has consistently introduced bills on an array of issues with no legislative future. Even in the Republican-controlled House, almost all of Good’s bills have not progressed past introduction (e.g. the Go Woke, Go Broke Act, Stop the Invasion Act, and Work Not Woke Act). The majority of his proposed legislation is oppositional in nature, and despite its failure, it provides him with an opportunity to publicly oppose Democratic efforts.

“Like a lot of things Bob Good does, it could … be posturing,” says J. Miles Coleman from the UVA Center for Politics. “I think of the speaker vote. … They really [did not] have a viable alternative to McCarthy, but there was Bob Good, basically until the last vote trying to push for someone else.” 

Ultimately, the No Taxpayer Funding for Green Climate Fund Act will not stop U.S. contributions to the GCF. But, the bill does reveal a lot about Good’s political agenda and legislative track record.

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Planning ahead

The Charlottesville Climate Action Plan is 97 pages long and chock-full of graphs, charts, and infographics. While the plan will affect everyone who lives in the city, the document can hardly be considered digestible for the average resident. 

On February 8, the Piedmont chapter of the Virginia Sierra Club attempted to rectify this. The nonprofit hosted a Zoom meeting with city employees to help demystify the Climate Action Plan.

“The point of this presentation is not to bore you for 45 minutes with slides and talking,” said Kristel Riddervold, the environmental administrator for the city. She said her goal was to “have a productive question-and-answer session.”

The objective of the Climate Action Plan is to reduce greenhouse gas emissions by 45 percent by 2030 and achieve carbon neutrality by 2050. The plan, formally adopted on January 17, is still in its early stages. Riddervold described it as “a high-level strategic roadmap” and a “dynamic document.”

“We are working to develop measurable success indicators for each key action,” explained Emily Irvine, climate program specialist for the city. “It’s not cut and dry … each action has a sort of different success indicator that we are trying to figure out and also learn how to share with our community because reporting and accountability is a big part of this,” she said.

Kirk Bowers inquired about tax credits from the federal government for residents who purchase sustainable products like e-bikes and solar panels. “A lot of the guidelines are pending … so as soon as we know those, we want to connect people with them,” said Riddervold. “And it’s frustrating, because there was a lot of excitement built up around that these things are going to become available. Well, they kind of are, they also kind of aren’t.”

Linda Goldstein asked about the link between pedestrian safety and climate change. Riddervold said the plan “emphasizes the need for improved walkability, bikeability, and alternate transportation,” but acknowledged that she “does not have the answer today” on how to assure personal safety.

Riddervold, who admitted there were other questions she could not answer, said she was “not 100 percent sure” when the alternate fuel study would be completed for the possible electrification of the CAT fleet. When discussing the importance of maintaining tree canopies, she emphasized there were “a number of things in the plan that are connected to the tree canopy,” but conceded “there’s only so much space, and there are so many things that everybody wants in that same space.”

Executive Director of Community Climate Collaborative Susan Kruse told C-VILLE the plan is an “important step forward,” but said “there is still work to do.” Kruse mentioned that the city still owns a gas utility and that First United Methodist Church was blocked from installing solar panels by the Board of Architectural Review.

“We want to make sure we get that rectified and remove those barriers as quickly as we can,” she said.

Matthew Gillikin, co-chair of Livable Cville, echoed that the plan is “an important step in the right direction for the city,” while noting that “it will need fine-tuning over time.” 

Other outreach events are planned, including a community gathering on March 15 at Carter Recreation Center. The city is also working on publishing a condensed version of the Climate Action Plan.

Riddervold said the city will “continue to talk about what we are doing with community members, organizations, and partners, and [we] hope they can help with the education and supporting residents to take action and get involved.”

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Riding green

In a virtual meeting last week, the Metropolitan Planning Organization’s Citizens Transportation Advisory Committee discussed how Charlottesville and Albemarle County are working to drastically slash their carbon emissions, particularly in the context of transportation.

Susan Elliott, Charlottesville’s climate protection program manager, explained that 95 percent of the city’s emissions come from the community. Residential, commercial, and transportation each make up 30 percent, while 5 percent stems from waste. The remaining 5 percent comes from municipal operations. 

The city has already begun to see progress in its fight against climate change—its emissions in 2019 were 30 percent less than 2011 levels. Still, within the next three to five years, the city’s climate action team plans to implement key mitigation strategies, including creating neighborhoods that are walkable, bikeable, and served by public transit. The team also wants to increase the use of green transportation—including e-bikes, scooters, and electric vehicles—among residents, and develop a network of electric vehicle charging stations across the community, among other big goals. 

Elliott urged the city’s urban designers to prioritize travel conservation, and design more spaces that allow people to travel to important destinations within a five-minute walk radius. 

Gabe Dayley, Albemarle’s climate protection program manager, provided a similar overview of the county’s status on climate action. In a 2018 report, the county’s emissions were about 10 percent less than its 2008 levels. Thirty-nine percent of the county’s emissions come from buildings, while 52 percent stem from transportation—a much larger share than the city due to the county’s larger size.

According to a 2015 to 2019 report on work commutes, only around 16 percent of county residents take a bus, carpool, walk, bike, or use another environmentally-friendly form of transportation—the majority drive alone to get to work.

The county is considering reducing the amount of space allocated to on-street parking, and shifting it over to accommodate public transit, walking, and biking. However, “with a large rural area, it’s unlikely that we would ever have a transit service that could serve all areas of the county, so we may need to rely more on the transition to personal electric vehicles than the city might have to,” Dayley said. Over the past few years, there has been a growth in the usage of electric vehicle charging infrastructure across the county.

Though Albemarle does not have its own transit service, both city and county leadership want Charlottesville Area Transit to work toward electrifying its fleet—the University of Virginia, which has its own lofty climate goals, has already purchased four electric buses. The county is also looking into transitioning to electric school buses. 

Following the presentations, members of the committee raised questions regarding the feasibility of increasing public transit, walkability, and bikeability in areas where driving seems to be the most accessible option. Dayley and Elliott explained that the city and county’s focus is on maximizing greener transportation options—but one trip does not have to be limited to a single mode of transportation.

“It’s not just the walkability, it’s not just the bikeability, it’s not just the transit access,” said Elliott. “It’s how those pieces intersect together.”