Scott Pruitt's anti-environmental agenda hits a snag: The courts

It looks like Scott Pruitt – one of the Trump administration’s most adept operators – may have finally met his match: the law.

With the White House mired in dysfunction, the U.S. Environmental Protection Agency chief has spent the past six months trying to systematically tear down America’s clean air and water safeguards.

But now – thanks to states, the judiciary and the growing voice of the American people – Pruitt’s easy ride may be over. EPA chief suffers 3 court losses in 2 months

Earlier this month, the U.S. Court of Appeals for the D.C. Circuit, with all 11 active judges participating, dealt Pruitt a setback in his attempt to loosen limits on methane pollution for thousands of oil and gas facilities. That makes a hat trick of Pruitt’s recent losses.

Shortly before this setback, Pruitt withdrew an attempt to delay important actions on smog pollution after coming under legal pressure from states and community groups.

Those defeats followed a decision in early July in which a three-judge panel of the D.C. Circuit denied Pruitt’s attempt to suspend the methane pollution limits. The full court affirmed that panel’s decision in the August 10 ruling.

Pruitt carries industry’s baggage

Pruitt worked closely with industry lobbyists to block more than 30 environmental rules during his first few months in office, and his attempt to set aside the pollution reductions for oil and gas wells came as no surprise. He has a well-documented history carrying industry’s baggage that dates back to his days as Oklahoma’s Attorney General.

EPA staff picks continue alarming trend

Pruitt announced his initial attempt to postpone methane rules shortly after a closed-door meeting in March with the board of the oil industry’s largest trade association, which had been urging him to delay these protections.

The standards cover facilities built or heavily modified since September 2015 – more than 18,000 wells nationwide, and counting. They sensibly require companies to check sites for leaks of dangerous air pollutants, and to repair them promptly.

Suspending the methane rules, even for a few months, would expose communities across the country to tons of additional pollution at the peak of summer when air quality is at its worst.

Court: EPA’s lawsuit “inaccurate”

The EPA failed to even mention – much less consider – these impacts before trying to suspend the methane rules. In fact, the record shows Pruitt’s justification for halting the methane standards was seriously misleading. The court methodically rejected the agency’s arguments, concluding they were “inaccurate and thus unreasonable.”

The August 10 ruling is a strong reminder that the Clean Air Act and other laws cannot simply be swept aside, and it makes clear that facts and an open process matter.

Pruitt is now trying to delay compliance with the same methane pollution limits by two full years – even though he conceded publicly that doing so would likely harm children’s health.

As public pressure mounts, Congress wavers

At a public hearing this summer, citizens opposing the roll-back outnumbered supporters 116 to 2 – another clear sign that Americans want the EPA to maintain public health protections, not demolish them.

It serves as fair warning to Pruitt that he needs to comply with the law and give the public a voice in the process. 

Even in Congress, there are signs that the administration has gone too far.

In May, for example, the White House suffered its first direct legislative defeat on any issue. Three Republican senators crossed party lines to vote down a measure to kill Bureau of Land Management methane waste rules for oil and gas operations on public and tribal lands.

None of this means Congress or the courts will put a complete stop to the Trump administration’s attacks on clean air and water. It’s going to continue to be a tough fight.

But it does serve as fair warning to Pruitt that he needs to comply with the law and give the public a voice in the process.

Pruitt is accountable to the law

As our EPA chief continues his campaign to roll back safeguards, there will surely be additional court challenges. And if he continues his track record of excluding the public and making inaccurate arguments, we will hold him accountable to the law.

Ultimately, however, what will keep these safeguards in place is what made them happen in the first place – the American people demanding responsible development and a better world for their children.

Cities and states are declaring climate independence – from Trump krives August 23, 2017 - 04:33

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Comments

Can anyone at EDF answer this question? If God permitting some person on this planet invented a completely green free-energy device that powered the world and reversed global warming, what would happen to the global economy and Big Energy including OPEC? What about the inventor?

Dave Koehler August 24, 2017 at 7:33 pm

My answer to Dave Koehler's question: They all would need to adapt to life's ever-changing circumstances just as we all must do. This would be a change for the better in every way! Let us hope a miracle happens before all of Earth's natural resources are depleted -- before our planet becomes an empty shell under able to sustain life!

Creative inventors are always needed with an unending plethora of possibilities so long as we have gifted critically thinking people. Present status quo is unsustainable and inferior to better ways to come!

Barbara Pinson August 29, 2017 at 1:31 am

In reply to Can anyone at EDF answer this by Dave Koehler

He needs to be placed in a sealed chamber filled with the air his regualion would produce. See how he feels after breathing it for 48 to 96 hours. He can be our test subject.

John Livengood August 28, 2017 at 12:49 am

Was an Environmental Impact Statement (EIS) done by the EPA for the Clean Air and the Clean Water Act? If not, it should have been for any major federal action.

All info is taken from industry and the states and sent to the EPA. The states don't check industry either, so reports are one-sided in industries' favor. Did the EPA investigate the reports from industry, or accept the reports without investigating them 'as is'? If the EPA didn't fact-check themselves on site, a FONSI (Finding of No Significant Impact) would be issued. If the EPA didn't check on-site themselves, their report should be considered a falsification of documentation.

Every Industry releases tons of chemicals daily, but in some states chemical releases are not required to be told to the public and are sent to the state and the EPA from industry, which self-polices themselves. Regulations should be put back in place on all industry for the protection of air, water, and the environment.

Children, the sick and elderly are most vulnerable to any releases. It's too late when everyone needs to wear gas masks to breathe, and when all water is so polluted it can never be used again. The bottom line for all industry is money. We only have one planet and need to protect it fiercely. It's our planet and home, and doesn't belong to industries, but to all people. We have to put people over profit first. We only have our lives to lose if we don't! That's too high a price to pay and no one should be considered "expendable," or "collateral damage."

Wanda August 28, 2017 at 9:12 am Add new comment

On today’s show Charles Sutcliffe, Director of Policy and Programs at Louisiana Governor’s Office joins the program to talk with Jacques & Simone about financing for coastal restoration in Louisiana. Below is a transcript of this week's Delta Dispatches Podcast. Subscribe to our feed in iTunes and Google Play.     Listen Now! Show Transcript Jacques: Hello. You are listening to Delta Dispatches. We're discussing Louisiana's Coast, its people, wildlife, and jobs and why restoring it matters. I'm Jacques Hebert ...

Read The Full Story

The post Delta Dispatches: Financing the 2017 Coastal Master Plan appeared first on Restore the Mississippi River Delta.

On today’s show Charles Sutcliffe, Director of Policy and Programs at Louisiana Governor’s Office joins the program to talk with Jacques & Simone about financing for coastal restoration in Louisiana. Below is a transcript of this week's Delta Dispatches Podcast. Subscribe to our feed in iTunes and Google Play.     Listen Now! Show Transcript Jacques: Hello. You are listening to Delta Dispatches. We're discussing Louisiana's Coast, its people, wildlife, and jobs and why restoring it matters. I'm Jacques Hebert ...

Read The Full Story

The post Delta Dispatches: Financing the 2017 Coastal Master Plan appeared first on Restore the Mississippi River Delta.

On today’s show Charles Sutcliffe, Director of Policy and Programs at Louisiana Governor’s Office joins the program to talk with Jacques & Simone about financing for coastal restoration in Louisiana. Below is a transcript of this week's Delta Dispatches Podcast. Subscribe to our feed in iTunes and Google Play.     Listen Now! Show Transcript Jacques: Hello. You are listening to Delta Dispatches. We're discussing Louisiana's Coast, its people, wildlife, and jobs and why restoring it matters. I'm Jacques Hebert ...

Read The Full Story

The post Delta Dispatches: Financing the 2017 Coastal Master Plan appeared first on Restore the Mississippi River Delta.

By EDF Blogs

By Jason Mathers

Amid a sustained slump in sales for natural gas vehicles, a new study highlights significant challenges for these vehicles to deliver on their modest potential of climate emission reductions; the ultimate climate impact of these vehicles rests on the actions and practices of the upstream supply chain, or well-to-pump suppliers.

The central climate-related challenge of natural gas vehicles is unburned methane leaked from the natural gas supply chain, fueling stations, and vehicles. Methane is a powerful greenhouse gas known to be 84 times more potent than carbon in its first 20 years within the atmosphere. A 2015 study in Environmental Science & Technology found commercial fleets converting from diesel to natural gas could lead to greater global warming over the next 50 to 90 years before providing benefits to the climate.

Heavy Truck Emissions Outpace Fuel Stations

The new study, Future Methane Emissions from the Heavy-Duty Natural Gas Transportation Sector for Stasis, High, Medium, and Low Scenarios in 2035, expands the research conducted around methane emissions from commercial fleet vehicles and refueling stations. Led by researchers at West Virginia University, the study used data from the first study published in January to evaluate emissions and explore ways to reduce emissions from the pump-to-wheels portion of the natural gas supply chain with best management practices.

The study presents future scenarios based on vehicles and engines currently under production as these are most likely to populate the fleet in 2035. The four scenarios examined included a stasis scenario based on the performance of the best current vehicle and fuel station technology and high, medium, and low scenarios.

New Practices Outlined for Natural Gas Fleet Operators

One of the more notable new findings in the study is vehicles were found to emit 79 percent of the total emissions compared to fuel stations. Within the vehicles themselves, the engine crankcases were the largest contributor of methane emissions, representing 39 percent of the total emissions from the vehicle.

The sizeable proportion of methane emissions from vehicles creates an opportunity for manufactures and fleet operators managing natural gas fleets to immediately reduce methane emissions by closing spark-ignited engine crankcases and following several recommended methane best practices identified in the study, such as minimizing manual venting of truck tanks before refueling.

Fortunately, spark-ignited engines with closed crankcases have recently been certified by EPA.

While these emission reduction opportunities are important, they are not sufficient in their own to enable natural gas trucks to deliver immediate climate benefits. As it stands right now, the U.S. loses $1.5 billion worth of methane from the oil and gas industry each year.

Methane Footprint Undermines Natural Gas Fleet Benefits

In order to achieve potential climate benefits with natural gas trucks, methane emissions must be reduced across the entire value chain. With this in mind, companies in the midst of re-hauling their fleet operations should focus first on acquiring and up-fitting their trucks to maximize fuel efficiency and secondly, operate them in a manner to maximize freight productivity.

For companies already operating natural gas fleets, methane emissions from both vehicles and trucks should be closely monitored, and operators should adhere to the best practices set forth in the West Virginia University study published this week. Fleet operators should also make strong demands to fuel station operators to ensure they are also following the methane emission best practices, such as meeting minimum throughput requirements and avoiding manual venting.

And as individual states, such as Colorado, California and Pennsylvania move forward with their own methane legislation, and federal standards continue to edge forward despite push-back from the Trump administration, companies with natural gas fleets should advocate for these critical new policies. Support is needed from the commercial sector to ensure well-crafted and common sense methane policies are created in the short-term to drive down methane emissions across the entire natural gas supply chain.

Image source: TruckPR, Flickr

By EDF Blogs

By Jason Mathers

Amid a sustained slump in sales for natural gas vehicles, a new study highlights significant challenges for these vehicles to deliver on their modest potential of climate emission reductions; the ultimate climate impact of these vehicles rests on the actions and practices of the upstream supply chain, or well-to-pump suppliers.

The central climate-related challenge of natural gas vehicles is unburned methane leaked from the natural gas supply chain, fueling stations, and vehicles. Methane is a powerful greenhouse gas known to be 84 times more potent than carbon in its first 20 years within the atmosphere. A 2015 study in Environmental Science & Technology found commercial fleets converting from diesel to natural gas could lead to greater global warming over the next 50 to 90 years before providing benefits to the climate.

Heavy Truck Emissions Outpace Fuel Stations

The new study, Future Methane Emissions from the Heavy-Duty Natural Gas Transportation Sector for Stasis, High, Medium, and Low Scenarios in 2035, expands the research conducted around methane emissions from commercial fleet vehicles and refueling stations. Led by researchers at West Virginia University, the study used data from the first study published in January to evaluate emissions and explore ways to reduce emissions from the pump-to-wheels portion of the natural gas supply chain with best management practices.

The study presents future scenarios based on vehicles and engines currently under production as these are most likely to populate the fleet in 2035. The four scenarios examined included a stasis scenario based on the performance of the best current vehicle and fuel station technology and high, medium, and low scenarios.

New Practices Outlined for Natural Gas Fleet Operators

One of the more notable new findings in the study is vehicles were found to emit 79 percent of the total emissions compared to fuel stations. Within the vehicles themselves, the engine crankcases were the largest contributor of methane emissions, representing 39 percent of the total emissions from the vehicle.

The sizeable proportion of methane emissions from vehicles creates an opportunity for manufactures and fleet operators managing natural gas fleets to immediately reduce methane emissions by closing spark-ignited engine crankcases and following several recommended methane best practices identified in the study, such as minimizing manual venting of truck tanks before refueling.

Fortunately, spark-ignited engines with closed crankcases have recently been certified by EPA.

While these emission reduction opportunities are important, they are not sufficient in their own to enable natural gas trucks to deliver immediate climate benefits. As it stands right now, the U.S. loses $1.5 billion worth of methane from the oil and gas industry each year.

Methane Footprint Undermines Natural Gas Fleet Benefits

In order to achieve potential climate benefits with natural gas trucks, methane emissions must be reduced across the entire value chain. With this in mind, companies in the midst of re-hauling their fleet operations should focus first on acquiring and up-fitting their trucks to maximize fuel efficiency and secondly, operate them in a manner to maximize freight productivity.

For companies already operating natural gas fleets, methane emissions from both vehicles and trucks should be closely monitored, and operators should adhere to the best practices set forth in the West Virginia University study published this week. Fleet operators should also make strong demands to fuel station operators to ensure they are also following the methane emission best practices, such as meeting minimum throughput requirements and avoiding manual venting.

And as individual states, such as Colorado, California and Pennsylvania move forward with their own methane legislation, and federal standards continue to edge forward despite push-back from the Trump administration, companies with natural gas fleets should advocate for these critical new policies. Support is needed from the commercial sector to ensure well-crafted and common sense methane policies are created in the short-term to drive down methane emissions across the entire natural gas supply chain.

Image source: TruckPR, Flickr

By EDF Blogs

By Jason Mathers

Amid a sustained slump in sales for natural gas vehicles, a new study highlights significant challenges for these vehicles to deliver on their modest potential of climate emission reductions; the ultimate climate impact of these vehicles rests on the actions and practices of the upstream supply chain, or well-to-pump suppliers.

The central climate-related challenge of natural gas vehicles is unburned methane leaked from the natural gas supply chain, fueling stations, and vehicles. Methane is a powerful greenhouse gas known to be 84 times more potent than carbon in its first 20 years within the atmosphere. A 2015 study in Environmental Science & Technology found commercial fleets converting from diesel to natural gas could lead to greater global warming over the next 50 to 90 years before providing benefits to the climate.

Heavy Truck Emissions Outpace Fuel Stations

The new study, Future Methane Emissions from the Heavy-Duty Natural Gas Transportation Sector for Stasis, High, Medium, and Low Scenarios in 2035, expands the research conducted around methane emissions from commercial fleet vehicles and refueling stations. Led by researchers at West Virginia University, the study used data from the first study published in January to evaluate emissions and explore ways to reduce emissions from the pump-to-wheels portion of the natural gas supply chain with best management practices.

The study presents future scenarios based on vehicles and engines currently under production as these are most likely to populate the fleet in 2035. The four scenarios examined included a stasis scenario based on the performance of the best current vehicle and fuel station technology and high, medium, and low scenarios.

New Practices Outlined for Natural Gas Fleet Operators

One of the more notable new findings in the study is vehicles were found to emit 79 percent of the total emissions compared to fuel stations. Within the vehicles themselves, the engine crankcases were the largest contributor of methane emissions, representing 39 percent of the total emissions from the vehicle.

The sizeable proportion of methane emissions from vehicles creates an opportunity for manufactures and fleet operators managing natural gas fleets to immediately reduce methane emissions by closing spark-ignited engine crankcases and following several recommended methane best practices identified in the study, such as minimizing manual venting of truck tanks before refueling.

Fortunately, spark-ignited engines with closed crankcases have recently been certified by EPA.

While these emission reduction opportunities are important, they are not sufficient in their own to enable natural gas trucks to deliver immediate climate benefits. As it stands right now, the U.S. loses $1.5 billion worth of methane from the oil and gas industry each year.

Methane Footprint Undermines Natural Gas Fleet Benefits

In order to achieve potential climate benefits with natural gas trucks, methane emissions must be reduced across the entire value chain. With this in mind, companies in the midst of re-hauling their fleet operations should focus first on acquiring and up-fitting their trucks to maximize fuel efficiency and secondly, operate them in a manner to maximize freight productivity.

For companies already operating natural gas fleets, methane emissions from both vehicles and trucks should be closely monitored, and operators should adhere to the best practices set forth in the West Virginia University study published this week. Fleet operators should also make strong demands to fuel station operators to ensure they are also following the methane emission best practices, such as meeting minimum throughput requirements and avoiding manual venting.

And as individual states, such as Colorado, California and Pennsylvania move forward with their own methane legislation, and federal standards continue to edge forward despite push-back from the Trump administration, companies with natural gas fleets should advocate for these critical new policies. Support is needed from the commercial sector to ensure well-crafted and common sense methane policies are created in the short-term to drive down methane emissions across the entire natural gas supply chain.

Image source: TruckPR, Flickr

By EDF Blogs

By Jason Mathers

Amid a sustained slump in sales for natural gas vehicles, a new study highlights significant challenges for these vehicles to deliver on their modest potential of climate emission reductions; the ultimate climate impact of these vehicles rests on the actions and practices of the upstream supply chain, or well-to-pump suppliers.

The central climate-related challenge of natural gas vehicles is unburned methane leaked from the natural gas supply chain, fueling stations, and vehicles. Methane is a powerful greenhouse gas known to be 84 times more potent than carbon in its first 20 years within the atmosphere. A 2015 study in Environmental Science & Technology found commercial fleets converting from diesel to natural gas could lead to greater global warming over the next 50 to 90 years before providing benefits to the climate.

Heavy Truck Emissions Outpace Fuel Stations

The new study, Future Methane Emissions from the Heavy-Duty Natural Gas Transportation Sector for Stasis, High, Medium, and Low Scenarios in 2035, expands the research conducted around methane emissions from commercial fleet vehicles and refueling stations. Led by researchers at West Virginia University, the study used data from the first study published in January to evaluate emissions and explore ways to reduce emissions from the pump-to-wheels portion of the natural gas supply chain with best management practices.

The study presents future scenarios based on vehicles and engines currently under production as these are most likely to populate the fleet in 2035. The four scenarios examined included a stasis scenario based on the performance of the best current vehicle and fuel station technology and high, medium, and low scenarios.

New Practices Outlined for Natural Gas Fleet Operators

One of the more notable new findings in the study is vehicles were found to emit 79 percent of the total emissions compared to fuel stations. Within the vehicles themselves, the engine crankcases were the largest contributor of methane emissions, representing 39 percent of the total emissions from the vehicle.

The sizeable proportion of methane emissions from vehicles creates an opportunity for manufactures and fleet operators managing natural gas fleets to immediately reduce methane emissions by closing spark-ignited engine crankcases and following several recommended methane best practices identified in the study, such as minimizing manual venting of truck tanks before refueling.

Fortunately, spark-ignited engines with closed crankcases have recently been certified by EPA.

While these emission reduction opportunities are important, they are not sufficient in their own to enable natural gas trucks to deliver immediate climate benefits. As it stands right now, the U.S. loses $1.5 billion worth of methane from the oil and gas industry each year.

Methane Footprint Undermines Natural Gas Fleet Benefits

In order to achieve potential climate benefits with natural gas trucks, methane emissions must be reduced across the entire value chain. With this in mind, companies in the midst of re-hauling their fleet operations should focus first on acquiring and up-fitting their trucks to maximize fuel efficiency and secondly, operate them in a manner to maximize freight productivity.

For companies already operating natural gas fleets, methane emissions from both vehicles and trucks should be closely monitored, and operators should adhere to the best practices set forth in the West Virginia University study published this week. Fleet operators should also make strong demands to fuel station operators to ensure they are also following the methane emission best practices, such as meeting minimum throughput requirements and avoiding manual venting.

And as individual states, such as Colorado, California and Pennsylvania move forward with their own methane legislation, and federal standards continue to edge forward despite push-back from the Trump administration, companies with natural gas fleets should advocate for these critical new policies. Support is needed from the commercial sector to ensure well-crafted and common sense methane policies are created in the short-term to drive down methane emissions across the entire natural gas supply chain.

Image source: TruckPR, Flickr

Many political observers have speculated that EPA Administrator Scott Pruitt is using his current job to run for the US Senate.

Many political observers have speculated that EPA Administrator Scott Pruitt is using his current job to run for the US Senate.

By Erica Morehouse

Photo credit: Flickr – johrling

Strong results from the California-Quebec August auction released today reflect that the future of cap and trade is secure in California.

The August 15 auction saw increased demand and prices for carbon allowances, which will now be usable at least through 2030. These strong results are particularly significant because the auction is the first since a California appellate court cemented the legality of the program, and since the California Legislature extended the state’s cap-and-trade program with the two-thirds vote. This vote protects the program from the type of legal challenges that artificially depressed demand for allowances in 2016.

August auction by the numbers

• Over $640,000,000: Approximate amount raised for California’s Greenhouse Gas Reduction Fund in this auction.  This is an all-time high for California.
• $14.75: Price at which current vintage allowances sold. This is $1.18 above the minimum price of $13.57 at which participants were allowed to bid.  This is the largest premium above the minimum price that the auctions have seen since California and Quebec started holding joint auctions. (However, one California auction in 2013 did sell allowances for $14.00 which was more than $3.00 above the minimum price at the time.)
• 63,887,833: Number of “current vintage” allowances offered and sold at this auction by California, Quebec, and California utilities, and which are available for immediate use.
• 9,723,500: Number of “future vintage” allowances offered and sold at this auction, which will not be available for use until 2020. These allowances sold for $14.55 a record premium above the “floor price” also $13.57.  The last auction to sell all offered future vintage allowances was in November of 2015.

This is what certainty looks like

Until recently, two big question marks were hanging over California’s cap-and-trade program. These were encouraging auction participants to buy only the allowances that they absolutely needed at the four previous auctions – and led to only modest auction results.

The certainty provided by the resolution of these concerns contributed a great deal to the strong August auction results. Here’s how:

1. California court upholds cap-and-trade program: A California appellate court first held in May that the cap-and-trade program is not a tax, overturning a lengthy legal battle spearheaded by the California Chamber of Commerce. After this news the May auction saw a significant rebound. This confidence was supported in June when the California Supreme Court declined to review the appellate court’s decision, cementing a win for the state of California (and EDF and NRDC as intervenors) after four and a half years of litigation.
2. California legislature extends cap-and-trade program to 2030: California’s ambitious 2030 climate target was cemented into law in 2016 but the current cap-and-trade regulation only ran through 2020. ARB was set to extend the program, but legal questions meant that without legislative action the post-2020 program could have been plagued by the same type of challenges that had affected prices in 2016. A change to the definition of a tax in 2010 meant that the California Chamber of Commerce and others might have had gotten a second bite at the litigation apple. But on July 17, 55 Assembly members and 28 Senators came together across party lines to pass legislation extending California’s cap-and-trade program to 2030, ensuring the program could move forward unimpeded.

Today’s results affirm the courage of the votes taken to secure the future of cap and trade in California. Carbon prices now more directly align with expectations about the true cost of reducing carbon pollution through 2030. That clearer and more accurate price will send a signal throughout California that will drive the action needed to meet the state’s climate targets and show others around the world what is possible.

Strong results from the California-Quebec August auction released today reflect that the future of cap and trade is secure in California.

Strong results from the California-Quebec August auction released today reflect that the future of cap and trade is secure in California.

Strong results from the California-Quebec August auction released today reflect that the future of cap and trade is secure in California.

The paradox at hand Over 2.3 million people live in the 20 parishes located in Louisiana’s Coastal Zone. According to the most recent National Coastal Population Report, a collaboration between the U.S. Census Bureau and NOAA, the rate of population increase in coastal Louisiana has doubled since 2010. Unfortunately, coastal land is disappearing as the population grows. A football field of wetlands disappears every 100 minutes (USGS). Restoration projects aim to preserve and rebuild the state’s beautiful wetlands, which provide ...

Read The Full Story

The post Understanding Social Vulnerability in Your Community appeared first on Restore the Mississippi River Delta.

The paradox at hand Over 2.3 million people live in the 20 parishes located in Louisiana’s Coastal Zone. According to the most recent National Coastal Population Report, a collaboration between the U.S. Census Bureau and NOAA, the rate of population increase in coastal Louisiana has doubled since 2010. Unfortunately, coastal land is disappearing as the population grows. A football field of wetlands disappears every 100 minutes (USGS). Restoration projects aim to preserve and rebuild the state’s beautiful wetlands, which provide ...

Read The Full Story

The post Understanding Social Vulnerability in Your Community appeared first on Restore the Mississippi River Delta.