Should nuke plants get subsidies like solar and wind?

salem nuclear power plant

Tom Johnson reports in NJ Spotlight:

The state subsidizes solar installations through a surcharge on consumers’ utility bills, an expense that likely will be expanded to finance offshore wind farms some day. Do nuclear plants, the biggest source of carbon-free electricity, merit similar help?

Public Service Enterprise Group believes so. The owner of three nuclear plants in South Jersey, it is pushing for this type of incentive, one that is winning support in various states. Just last week, the New York Public Service Commission’s staff proposed so-called zero-emission credits to help keep nuclear units in upstate New York afloat.
In New Jersey, however, a state long burdened by high energy costs, any proposal to boost bills to customers faces steep odds. Economics aside, there also is a part of the public that would be glad to see more nuclear plants shut down for a range of environmental and safety reasons.
Such an event would have far-reaching implications, some argue. If nuclear units are shuttered, they would likely be replaced by fossil-fuel-burning natural-gas plants, hindering efforts to fight climate change. Those new plants also would boost costs to consumers, according to PSEG.
Not so fast, say skeptics of a zero-emission incentive. For one thing, the circumstances here in New Jersey are different. PSEG CEO, Chairman, and President Ralph Izzo acknowledged as much last month at an NJ Spotlight Roundtable, when he noted that his company’s nuclear plants are profitable, unlike the New York units.
But PSEG still contends energy policies fail to value nuclear as a carbon-free source of electricity, providing 97 percent of the power in the state with no greenhouse-gas emissions contributing to global climate change. Giving nuclear units financial incentives only levels the playing field with solar and other fuels, according to PSEG.
Many are unconvinced. “I don’t think frankly it has legs in New Jersey,’’ said Steven Goldenberg, an energy attorney who often has been an adversary of PSEG, noting the issue of subsidies for nuclear is part of an ongoing national debate.
“This is something that requires a national solution. If you establish a value, it should be done on a national basis,’’ Goldenberg said.
Such a concept would move the national debate over a carbon tax on fossil fuels — an idea that has gone nowhere — to establishing a positive incentive to keep the nuclear industry viable.
That, too, may not be feasible — given the subsidies that could be handed out under a zero-emission incentive. In New York, the incentive for four nuclear units would amount to $965 million over two years. The incentives would increase over a 12-year period, rising to $805 million in each of the two final two years.
“It’s a pretty generous subsidy to reflect the value of nuclear power,’’ noted Paul Patterson, an energy analyst at Glenrock Associates in New York City “It’s not a drop in the bucket.’’
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Staff from the commission defended the incentive, saying the advantages of the zero-emission credits — carbon reductions, supply-cost saving, and property-tax benefits — far exceed the costs to the tune of $4 billion.

New Jersey Division of Rate Counsel Director Stefanie Brand said the different conditions in New Jersey and on the regional grid fail to demonstrate a need for any new incentives. Among other things, PSEG’s nuclear units are still receiving lucrative capacity payments for their power, unlike those in New York. Both Brand and Goldenberg also argued that any state subsidies to help the nuclear sector would run into problems with PJM Interconnection, the Federal Energy Regulatory Commission, and the courts. They noted that federal courts struck down a New Jersey law, which sought to encourage building of natural-gas plants by awarding them ratepayers’ subsidies.
Finally, they question why customers ought to have to pay new financial incentives for the nuclear units when they just finished paying off about $3 billion to PSEG for stranded costs stemming from deregulation.
Paul Rosengren, a spokesman for PSEG, said the company has not had a chance to review the New York proposal. “Clearly, something has to be done to make sure the tremendous environmental benefits of nuclear are maintained,’’ he said.
Surprisingly, Jeff Tittel, director of the New Jersey Sierra Club and a frequent critic of PSEG, is open-minded about the concept of helping nuclear plants. “We need to keep them going as we transition to renewables, but the concern is it should not be at the expense of renewable energy,’’ he said.

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ExxonMobil still funding climate science denial groups

ExxonMobil and the climate science denial machinery that it has helped to build over the years are now under more scrutiny than ever before.

Organization ExxonMobil Funding  1997-2015
AEI American Enterprise Institute $4,199,000
CEI Competitive Enterprise Institute $2,100,000
US Chamber of Commerce Foundation $2,000,000
ALEC American Legislative Exchange Council $1,804,200
American Council for Capital Formation Center for Policy Research $1,779,523
Frontiers of Freedom $1,272,000
Annapolis Center $1,198,500
National Black Chamber of Commerce $1,100,000
Atlas Economic Research Foundation $1,082,500
Manhattan Institute $1,065,000
George C. Marshall Institute $865,000
Heritage Foundation $870,000
National Taxpayers Union Foundation $775,000
Heartland Institute $686,500
Pacific Research Institute for Public Policy $680,000
National Center for Policy Analysis $645,900
CFACT Committee for a Constructive Tomorrow $587,000
Communications Institute $515,000
Washington Legal Foundation $495,000
Center for American and International Law (formerly called the Southwestern Legal Foundation) $491,650
George Mason Univ. Law and Economics Center $475,000
FREE Foundation for Research on Economics and the Environment $450,000
National Center for Public Policy Research $445,000
Smithsonian Astrophysical Observatory $417,212
Mercatus Center, George Mason University $405,000
International Policy Network – North America $390,000
Citizens for a Sound Economy (FreedomWorks) $405,250
Acton Institute $365,000
Media Research Center (Cybercast News Service formerly Conservative News) $362,500
Institute for Energy Research $337,000
Congress of Racial Equality $325,000
Reason Foundation / Reason Public Policy Institute $356,000
Hoover Institution $370,000
Pacific Legal Foundation $300,000
Capital Research Center (Greenwatch) $265,000
Federalist Society $240,000
Center for Defense of Free Enterprise $230,000
National Association of Neighborhoods $225,000
National Legal Center for the Public Interest $216,500
Center for a New Europe-USA $170,000
American Council on Science and Health $165,000
Chemical Education Foundation $155,000
PERC Property and Environment Research Center (formerly Political Economy Research Center) $162,500
Weidenbaum Center (formerly Center for the Study of American Business) $190,000
Cato Institute $140,000
Federal Focus $125,000
Fraser Institute, Canada $120,000
Media Institute $140,000
American Spectator Foundation $115,000
International Republican Institute $115,000
Center for the Study of CO2 and Global Change $100,000
Environmental Literacy Council $100,000
Tech Central Science Foundation $95,000
American Conservative Union Foundation $90,000
Landmark Legal Foundation $90,000
Independent Institute $85,000
Free Enterprise Education Institute $80,000
Texas Public Policy Foundation $80,000
Institute for Study of Earth and Man $76,500
Independent Women’s Forum $75,000
Consumer Alert $80,000
Mountain States Legal Foundation $75,000
Advancement of Sound Science Center $50,000
American Friends of the Institute of Economic Affairs $50,000
Free Enterprise Action Institute $50,000
Regulatory Checkbook $50,000
Arizona State University Office of Climatology $49,500
Lindenwood University, St. Charles, Missouri $40,000
Africa Fighting Malaria $30,000
Institute for Senior Studies $30,000
Science and Environmental Policy Project $20,000
Lexington Institute $10,000
Institute for Policy Innovaton $5,000
GRAND TOTAL $33,799,735

Graham Readfearn reports for DESMOG:

At its most recent
AGM, the oil and gas giant faced a barrage of questions and resolutions over its position on climate change. Then there is the not insignificant matter of investigations by a group of attorneys general that allege the company lied about its knowledge of the risks of burning fossil fuels. ExxonMobil is retaliating.

The company has pleaded innocence, with CEO Rex Tillerson telling the company’s shareholders that his views on climate science were perfectly in line with the United Nations.
But the latest disclosures on donations by ExxonMobil, reported publicly here for the first time, show it continues to support organizations that claim greenhouse gases are not causing climate change, or that cuts to emissions are a waste of time and money.
Organizations including the American Enterprise Institute, the American Legislative Exchange Council and the National Black Chamber of Commerce — all organizations with a record of misinformation on climate science — all received grants in 2015 from ExxonMobil. The 2015 tally brings the total amount of known Exxon funding to denial groups north of $33 million since 1998.

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In 2007, after years of criticism, ExxonMobil claimed to have turned a corner on the science.

In a corporate responsibility report, the company said: “In 2008, we will discontinue contributions to several public policy groups whose position on climate change could divert attention from the important discussion on how the world will secure energy required for economic growth in an environmentally responsible manner.”

ExxonMobil still funding denial

But many climate change campaigners and scientists have illustrated how the company continued to support organizations spreading climate science denial.
Now the oil giant is facing lawsuits from a team of state attorneys general after investigations by Inside Climate News and the Los Angeles Times showed the company’s own scientists were aware of the risks of burning fossil fuels in the 1980s.
A DeSmog investigation found evidence that Exxon’s knowledge went even further back – to the late 1970s.
In May, the world’s biggest earth sciences organization, the American Geophysical Union, was forced to reopen talks over its financial ties to ExxonMobil after a stinging letter from two members of congress.
More than 200 scientists had signed a letter asking AGU to cut sponsorship ties to ExxonMobil over its decades-long funding of organizations pushing doubt about the causes and implications of climate change.
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Continuing Bridgegate fallout through the camera’s eye

Yesterday, we carried print news coverage of the latest Bridgegate drama: David Samson pleads; Ex-NJDOT chief Jamie Fox charged 


Now it’s television news’s turn with:

  • Briana Vannozzi‘s NJTV News coverage of U.S. Attorney Paul Fishman‘s press conference following former NY/NJ Port Authority Chairman David Samson‘s court appearance to plead guilty to public corruption–and Fishman’s surprise announcement of related charges filed against former NJDOT Commissioner Jamie Fox.
  • The conversation between NJTV anchor Mary Alice Williams and NJTV Political Correspondent Michael Aaron about the day’s ‘sad’ events.

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  • Samson’s ignominious ‘perp’ walk from the courtroom to a waiting car as reporters shout unanswered questions, including “Mr Samson are you ready to go to jail for Governor Christie?”
  • Brian Donohue‘s tongue-in-cheek visit to Aiken, SC to inquire into what could have prompted Samson to put his ‘career, accomplishments and even his freedom on the line’ for what is now known as ‘the chairman’s flight.’     

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David Samson pleads; Ex-NJDOT chief Jamie Fox charged

David Samson, a longtime confidant of Governor Christie, pleaded guilty Thursday to federal charges of using his former position as chairman of the Port Authority to pressure United Airlines to reinstate a flight to South Carolina, where he had a weekend home.

The Record’s Paul Berger and peter Sampson report:

Prosecutors also filed a criminal complaint against former state Transportation Commissioner Jamie Fox — who was appointed by Christie — charging him with conspiring with Samson and others in the bribery scheme that induced United to reinstate the flight.


United officials have not been charged, but the

airline must pay $2.25 million in fines and cooperate with the investigation of Fox, U.S. Attorney Paul Fishman said.

Standing in a packed courtroom at the federal court house in Newark, Samson admitted his involvement in the scheme to U.S. District Judge Jose L. Linares.

Under the terms of a plea deal, Samson could be sentenced to a term ranging from probation to up to two years in prison. Sentencing was set for Oct. 20.

Samson, who will turn 77 next month, pleaded guilty to one count of knowingly and corruptly soliciting and accepting a thing of value, specifically a non-stop flight to flight to South Carolina, intending to be influenced or rewarded in his official position as chairman of the Port Authority of New York and New Jersey.

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During questioning by the judge, Samson admitted that as chairman he had authority over the agency’s agenda and used this power to pressure United to reinstate a South Carolina flight that had previously been operated by Continental Airlines before it was merged with United.


Samson admitted discussing the flight with a consultant and senior United employees at a dinner meeting in New York City in 2011, at which he let it be known that the route had made travel to his home in South Carolina much more convenient before it was cancelled.

Fox was a principal of a New Jersey consulting and lobbying firm that had been retained by United Continental Holdings Inc., to assist it in matters involving the Port Authority, according to the charges.

Later, after learning that United was not interested in reinstating the flight, Samson admitted he pulled a hanger project off the agency’s agenda to pressure United.

Fox is accused of conspiring with Samson in a scheme to threaten to use Samson’s position to stall United’s plans to lease space at Newark airport for a maintenance hanger in a bid to pressure the airline into reinstate a twice-weekly flight to South Carolina for Samson’s benefit.


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Did you think the DNC runs on policy and purpose alone?


Sure, many attendees at the upcoming Democratic National Convention in Philadelphia will be very busy working on national and state policy, making and renewing connections, back slapping, back stabbing, and rooting on the speakers. 



But this is a convention after all. All that hard work can leave a guy or gal tired, thirsty and looking for a little pick-me-up. 


Recognizing a civic need when they see one, Pennsylvania lawmakers this week voted to provide assistance to conventioneers still tired and thirsty after the city’s normal bar-closing hour of 2 a.m.  


BillyPenn has the details

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Largest ship ever to dock in NJ is a sign of the future

The largest ship ever to call at the Port of New York and New Jersey docked this week after sailing from China through the newly widened Panama Canal.


Paul Berger reports for The Record
The arrival of the MOL Benefactor at Bayonne’s Global Container
Terminals marks the beginning of what promises to be a succession of
progressively larger ships calling at the busiest port on the East Coast.


Standing on the dock Friday with the ship looming behind him, Global’s president, John Atkins, said larger ships are more efficient, making goods cheaper and marking “a win for the consumer, for business owners and our local economy.”

Bethann Rooney, assistant director of port commerce for the Port Authority, said: “Whether you are buying a car or going to Wal-Mart or Home Depot this weekend, there are costs passed on to the consumer for shipping.”

The new Panama Canal opened June 26, offering passage to ships able to carry more than twice as many containers as before. The arrival of these super ships in the New York area is crucial for container ports along the East Coast as well as for the businesses and consumers who rely upon them.

But the port faces major challenges to accommodate its new oversized visitors, which measure up to 1,200 feet long and 160 feet wide.

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The bi-state agency has invested $6 billion dredging harbor channels, expanding roadways and adding rail capacity to accommodate these enormous vessels and their cargo. Terminal operators like Global have invested hundreds of millions of dollars more in special cranes and other dockside facilities.

But because of delays to the $1.3 billion project to raise the Bayonne Bridge, which spans the waterway between Bayonne and Staten Island, the new class of ships still cannot reach two of the port’s major container terminals at Newark and Elizabeth.

Shipping companies won’t send their largest ships to the Eastern seaboard unless they can call at New York and New Jersey, which lies within 250 miles of 15 percent of the U.S. population, said Walter Kemmsies an economist and ports expert at investment management company Jones Lang LaSalle.


“New York is the must-call port,” Kemmsies said.

Following the widening of the canal, Maersk Line, a leading global shipping company with offices in Madison, hopes to expand its Asia to U.S. East Coast routes. But a spokeswoman said that because Maersk uses terminals at Newark and Elizabeth the company will wait until the Bayonne Bridge has been raised before beginning those services.

Currently, some smaller ships sail within feet of the bridge roadway. The Port Authority project to raise the roadway from 151 to 215 feet should have been completed around now. But it has been delayed by more than one year and is currently estimated to be ready in late 2017, missing the shipping industry’s third-quarter peak season when stores stock up for the holidays.

A longer-term concern is whether the port can cope with the large number of trucks needed to service the thousands of additional containers delivered by each ship. The average ship calling at the port last year had a capacity of about 3,000 containers. The MOL Benefactor’s capacity is about 6,000.

In the coming years, the port expects to welcome ships too big even for the widened Panama Canal — they will come through the Suez Canal — with a capacity of between 8,200 and 10,500 containers.

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