GLOBAL CLIMATE DEBATE

[McGINNIS]  Hello, and welcome to "Clean Skies Sunday," a weekly half-hour look at energy issues facing Washington and America.  I'm Susan McGinnis.  This week -- does getting off foreign oil mean getting Americans out of their beloved SUVs?  More importantly, can it be done?

How France may help us solve our nuclear waste issues.

And we'll show you a program that could make your family car one of the greenest things you own.

First, in energy news, supporters of a national renewable electricity standard are mounting another push in the Senate.  It would require the nation get increasing amounts of electricity from renewable sources like solar and wind over the next decade.  Energy Committee Chairman Jeff Bingaman and Kansas Republican Sam Brownback are calling for 15% of the nation's electricity to come from renewables by the year 2021.  A similar plan passed Bingaman's committee last year, with support from both parties, but Majority Leader Harry Reid has never brought it to the Senate floor.  Bingaman believes he still has support now from both parties for a vote, but Reid has said it will likely wait until after the November elections.

[SENATOR BINGAMAN (D) NEW MEXICO]  I've told Senator Reid that we were going to introduce this bill today and that we were going to then try to get cosponsors and support among our colleagues and that we would be back in touch with him, and if we could get enough support, we would then be urging him to bring it up during the lame duck session.  But we are not in a position to urge that yet, because we can't demonstrate the support that many of us think is probably there.

[McGINNIS]  Renewables that would qualify under that RES -- wind, solar, ocean, geothermal, biomass, hydrokinetic, new hydropower at existing dams, and also waste to energy.

Well, the biggest offshore oil leak in U.S. history has been permanently capped, but hard questions remain.  How much oil is still in the Gulf of Mexico and beyond?  And how long before the environment and the area's economy recover?

Researchers at Columbia University's Earth Institute think they have some answers in the first independent peer-reviewed paper on the leak's volume.  Their estimate for the total leak comes in at 4.4 million barrels, or about 185 million gallons.  The top government estimate is at about 206 million gallons.

As for recovery, another group from the Institute suggests a long way to go.  It found oil on the sea floor and evidence that it may be in the food chain, even hidden in large marine mammals.

Another study, this one by EPA, will examine the effects of a technique for drawing natural gas out of rock formations.  It's called hydraulic fracturing, or hydrofracking.  The short list of candidates for the study panel comprises people with vested interest on both sides of the issue.  It includes former Halliburton executives, officials with oil companies doing business in the Marcellus Shale, and fracking critics, including university professors.  The scientific advisory board will take comments on the members through October 1st.  Then the staff office director will decide the panel's members.

And a new study from IHS CERA is adding more fuel to the debate over Canadian oil stands.  While critics say they are carbon-intensive, this study says emissions are actually 6% higher than the average crude consumed here, and that that puts oil stands on par with other sources of imported crude.  But the study also notes that their emissions will still have to be cut in half to comply with new policies from California and other states regarding life cycle emissions.  It concludes, those cuts would likely require the purchase of other carbon offsets.

Well, Climate Week 2010 is wrapping up in New York City.  This is an annual global forum, sponsored by the U.N., the city of New York, nongovernmental organizations, businesses, and others.  The idea is to mobilize a worldwide response to climate change on the part of governments and business, with a few ultimate goals they're hoping for -- cutting global emissions in half by 2050, increasing energy security, unlocking a clean industrial revolution that can create jobs and generate economic growth and secure access to clean energy.

Aimee Christensen is founder and CEO of Christensen Global Strategies.  Aimee, thanks so much for joining us now from New York.

[CHRISTENSEN]  You're welcome, Susan.  A pleasure.

[McGINNIS]  Your firm advises clients on addressing climate change, and that includes different businesses, governments, NGOs, investors and others.  Connect Climate Week for me with upcoming world climate talks later this year in Cancun, coming up in late November.  Will we see some of the same leaders there?  Will we see some of the same themes arise that you saw this past week?

[CHRISTENSEN]  Absolutely.  This week was everybody really gearing up for the next set of talks, coming out of Copenhagen, talking about what was accomplished there, what wasn't, and as we roll into Cancun, we're really hearing the business leaders saying, look, "We didn't get it done in Copenhagen.  What we needed to see from the science, what we needed as far as the guidance that business needs to continue the investments in the clean economy," so the business leaders here have been raising their voices particularly strongly to call for action in Cancun to at least give the national government some guidance to move forward as they work to continue to implement efforts to address climate change.

[McGINNIS]  One of the big goals, of course, is unleashing global markets to generate investment in different clean technologies.  Do you get the feeling that businesses and governments, different nations, are waiting for a solid global agreement or some formal agreements on the side before they start investing?

[CHRISTENSEN]  What businesses are saying -- we're willing to lead here.  We are leading, we're making the investments, but we need you to come with us and come with us quickly.  How can we partner together?  As we drive our investments forward, how can we then partner in getting the regulatory frameworks right to help guide those investments and make those investments successful and create the jobs that we're all hoping are going to follow, especially here in the United States?  After all that investment from the stimulus package that came out, we need to mobilize the private investment off the sidelines, and often what we're hearing from the investors is, "Look, every Monday our partners get together, we make decisions on who we invest in, the kind of companies, and where."  And the challenge is, in the United States, for instance, when we haven't moved forward on that legislation, waiting for it to help guide them and make the decisions to invest here in the United States instead of in countries like China and India that are saying, here are our clear policies going forward.  They can trust those policies and make the investments accordingly.  So, some of the businesses are moving forward with investments but they're moving forward in other places than the United States, for instance.  So it's really to our peril for not acting yet.

[McGINNIS]  Let's talk about prospects for Cancun because even the head of the UN climate body, the UNFCCC, has said no formal treaty is expected.  Do you see any formal agreements on specific issues, though?  Could there at least be some success in deforestation, adaptation, or any other areas?

[CHRISTENSEN]  Absolutely, and Christiana Figueres, everyone's very excited that she's taking the helm of the UN Framework Convention at this moment.  It's a very difficult time after Copenhagen and she really understands these issues, having been a negotiator herself for 15 years and having worked with the government of Costa Rica on their leadership and innovation in regulatory frameworks on climate change and how to promote renewable energy, so she's been talking about, at least we can get agreement on the frameworks for mobilizing some of the early money that was pledged at Copenhagen.  How do we begin to move the money into developing country markets to help promote clean technology deployment in those markets and to help them adapt to climate change?  So, what's the framework for moving some of that financing?  That's an area folks are hoping to make progress on in Cancun, as well as the area of forests.  How do we protect the world's standing forests?  How do we reduce the rate of deforestation?  There's a lot of consensus on that being a key priority because it is such a near-term way we can immediately help reduce the impacts of climate change.

[McGINNIS]  Right, and the deforestation agreement is something that is seen as the most doable.  Do you think that financing mechanism that you mentioned is also doable for a formal, individual treaty this year?

[CHRISTENSEN]  What they're talking about is really an agreement on the framework.  Which institutions do we work with to help mobilize those resources, whether the money is for mitigation, so the deployment of clean technologies, which actually helps our companies as well in manufacturing those technologies, getting them into good markets in the developing world.  So, what's the mechanism?  Is it working with the World Bank or other institutions to help mobilize the dollars?  And then also on the adaptation side.  Where do the funds flow, and how can we quickly get those mobilized?  So at least agree on a framework, if not a formal agreement on the financing until next year at Johannesburg.  Johannesburg is really what people are planning for in Cancun, but we do hope to be able to move forward on both forests and, potentially, at least, the framework agreement, and then we can start mobilizing the resources, which we're committed in Copenhagen to start moving as soon as 2010.

[McGINNIS]  Okay, well, there certainly are a lot of hopes being pinned on Cancun and for South Africa next year.  Aimee Christiansen, I want to thank you for your insight, joining us from Christiansen Global Strategies there in New York City, where Climate Week is just wrapping up -- thanks so much.

[CHRISTENSEN]  You're welcome.

[McGINNIS]  We appreciate it.  And still to come on "Clean Skies Sunday," cutting our dependence on foreign oil.  Can it really be done with the big cars we drive?

Plus, storing and recycling nuclear waste.  France seems to be handling it; why aren't we?  A look into how that may be a model for a U.S. nuclear future.

[BREAK]

[LYDIA]  Four years ago, I went through something that was very difficult for me.  I was faced with a very big challenge at a young age.  Once I reached out to my sister, it got a little better.  Once I told my mother, it got a little better.  The more I talked about it, I felt it coming off.  If you're strong enough to just open your mouth, that's all it takes.

[END BREAK]

[McGINNIS]  Welcome back.  One place where environmental and climate concerns meet national security issues is in oil imports.  Since the early 1950s, the U.S. has used more energy than it produces, so why is it so hard to cut down?  Clean Skies' Margaret Ryan reports.

[RICHARD NIXON]  We will break the back of the energy crisis.  We will lay the foundation for our future capacity to meet America's energy needs from America's own resources.

[BARACK OBAMA]  For decades, we've talked and talked about the need to end America's century-long addiction to fossil fuels.  And for decades, we have failed to act with the sense of urgency that this challenge requires.

[RYAN]  For 36 years, presidents have made energy independence a goal.  Why have we failed to achieve that goal?  Why are we still importing all that oil, and what can we do to stop?

Back in 1973, when OPEC's first oil embargo mangled the U.S. economy, we imported about half of our daily oil needs and we used only 12 million barrels a day.  Today, we use more than 19 million barrels and we import nearly 2/3 of it.  We're now importing as much oil as we used in the '70s.  It turns out, in 1970, U.S. oil production peaked.  All the consumption added since has added to imports.

[ELLIOTT GUE, ENERGY STRATEGIST]  Opening up more land to drilling or allowing more drilling will mitigate the fall-off in U.S. oil production, but I don't see a situation where we're going to see a major increase in U.S. oil production.

[RYAN]  That leaves us sending billions abroad for oil.  T. Boone Pickens says we're sending more than $600,000 a minute overseas.  We've had chances to use less.  We've cut our oil for electricity generation down from 17% to less than 2% of our power.  Phil Sharp, head of a bipartisan think tank, says we're using all our oil more efficiently.

[SHARP]  We probably ought to celebrate that, although about half of that is the result of improved efficiency in vehicles and about half of it is the result of actually losing industry that was big consumers of oil.

[RYAN]  Seventy percent of our oil is used in transportation, 2/3 as gasoline and the rest as diesel or fuel for airplanes and railroads.  The other 30% goes for things as diverse as home heating oil, fertilizers, plastics, asphalt, and lubricating oils.  There are substitutes for some uses, but even if we got rid of all that, we'd still be importing half the oil we use, just as in 1973. 

The biggest place to look is right here, right in our driveways.  Our car engines have gotten much more efficient since 1987, but our average mileage has been stuck around 20, 21 miles per gallon, because we started buying larger and heavier vehicles.

[EILEEN CYTRYN, FAIRFAX CITY, VA]  We needed a larger car, because we travel home to New Jersey a lot to fit all of our four children, sometimes a dog or two.  And the reason I chose the Dodge Grand Caravan is because it had more storage space in the back than the Honda Odyssey, and that's really what sold me, was a foot and a half more storage space.

[RYAN]  And until 2008, low gas prices made larger cars a reasonable choice.

[SHARP]  Basically, we've been unwilling to say we would price ourselves at a much higher rate to force ourselves, in industry and as individuals, to use less.

[RYAN]  Mario Eberle sells Fords in Northern Virginia.  He says customers want economy and they want to be green.

[EBERLE]  I think that's the biggest change that I've seen, that people are actually aware and they're making a conscious effort to be green and to have less of a carbon footprint.

[RYAN]  Eileen Cytryn agrees.

[CYTRYN]  I really want a hybrid car.  I really want something that's better for the environment, that I'd be proud to drive and my children wouldn't be embarrassed to be in.

[RYAN]  What keeps consumers buying less efficient vehicles?

[EBERLE]  It's just a matter of, can I fit my family in that vehicle?  And that's really -- and I've heard it a thousand times.  "Why can't we do something -- why isn't there a vehicle with a gas-efficient engine?"  Well, if you're carrying seven passengers and cargo, you need a bigger engine to move that vehicle.

[RYAN]  Eberle sees a quick response from customers when gas prices rise.

[EBERLE]  As the gas prices go up, we're finding that customers are really asking for more of the hybrids and more of the fuel-efficient models.

[GUE]  The number-one driver of fuel efficiency is the price of oil.  People, generally, if you ask them, want more fuel-efficient cars on the road -- maybe not their own car, but other people's cars.  Yet you want low energy prices, and those two goals are essentially impossible to have both at the same time.

[RYAN]  Resources for the Future just tested out dozens of approaches to cutting oil use in a new study.

[SHARP]  I hate to tell you what none of us want to hear, but the most effective thing to reduce oil is a good-size oil tax.  Now, you could rebate every dollar back to consumers and they may or may not like that and they could actually come out ahead, but politically that seems to be a hard path to go.

[RYAN]  How would consumers view that?

[CYTRYN]  We would not be happy, whatsoever.  We think they should pass something to lower the gas taxes -- they're ridiculous.

[RYAN]  Even some environmentalists have conditions on supporting a gas price increase.

[MICHAEL BRUNE, EXECUTIVE DIRECTOR, SIERRA CLUB]  We would support an increase in the price of gasoline, as long as it's not a regressive tax, as long as it's not hurting the people who can least afford it.

[RYAN]  But Michael Brune insists, making a big dent in our oil use is difficult but achievable.

[BRUNE]  What it would take is a rapid phase-in of, first, plug-in hybrid vehicles, and then electric vehicles.  And then we would want to have some "cash for guzzlers" program to take some of the most inefficient vehicles off the road.

[RYAN]  Automakers have tried to sell alternative cars, but couldn't make a profit.  Cars with cutting-edge efficiency had high price tags, and with the coming electric plug-ins, that's not set to change.  But Eberle says his customers embrace efficiency when the price is right, as he's seeing with a new model Fiesta, not yet in the showroom, priced from $13,000 to $17,000.

[EBERLE]  We've got the first five that are coming in already sold.  And the main driving point behind the sales on that car is the fact that it's a regular gas engine.  It's not as expensive as some hybrids are, and we can obtain 40 miles a gallon.  It's the gas mileage, and obviously, it's not a $30,000 car.

[RYAN]  What is Cytryn looking for in her next car?

[CYTRYN]  It's going to be made in America, by a company who did not take bail-out money, that can fit our four children, and luggage, and still be a hybrid car, where we would rarely have to use gas, if at all.  I would love that.

[RYAN]  International experts say U.S. gasoline usage is going to go down in the next few years just because of federal requirements for more efficient cars.  But if more consumers make choices for hybrids and other highly efficient vehicles, that usage could go down even more.  For Clean Skies News, I'm Margaret Ryan.

[McGINNIS]  So, how badly are we doing now on oil imports?  Well, in one word, it's badly.  Our peak year for imports was 2005, when we averaged more than 12.5 million barrels a day.  In 2009, with the recession, that dropped back nearly 3 million barrels, but this year, as the economy recovers, so has our gasoline appetite.  August imports were about the same as in 2005.  That means $900 million a day going abroad.

Well, the debate continues over another form of energy -- nuclear energy.  France has been getting a lot of attention in this area because it gets about 80% of its power from nuclear, compared to about 20% in the U.S.  Still, the French store only a fraction of the nuclear waste that we do here in the U.S.  The reason is an extensive reprocessing system.  Our Chief Correspondent Tyler Suiters went to France last year for an inside look at the French recycling system.

[SENATOR AMY KLOBUCHAR, (D-MINNESOTA)]  I think there's more we can be doing in looking at some of these new technologies that we're seeing in France.

[SENATOR GEORGE V. VOINOVICH (R-OHIO)]   Put us in a position where we can start to recycle the waste, just as they do in France.

[SENATOR MAX BAUCUS (D-MONTANA)]  They have successfully been able to reprocess.

[SUITERS]  Those comments come from Senate Environment Committee members, but the French references abound on Capitol Hill -- references to what France does with its nuclear waste, a two-site process that recycles spent fuel from nuclear reactors and converts nearly all of it, roughly 96%, into fresh fuel.  The appeal for the U.S. is clear.  Since we do not reprocess our nuclear fuel, 100% of it has to be stored as radioactive waste.

[FELIX KILLAR, NUCLEAR ENERGY INSTITUTE]  The French basically have gone through what we would consider the first step.  They've gone to mixed oxide fuel, where they reprocess and recover the uranium and plutonium from the fuel that comes out of their lightwater reactors, fabricate it back into mixed oxide fuel.  Mixed oxide fuel uses that plutonium and uranium to go back in, in place of enriched uranium, and then that fuels the reactor.

[PIERRE GUELFI, AREVA MELOX PLANT]  Melox is the only plant being operated and manufacturing this type of fuel now in the world.

[SUITERS]  With that proprietary hold, international interest in French nuclear reprocessing is apparently growing.  This, the La Hague facility in Normandy, is the first of two recycling sites.  Used nuclear fuel comes in from reactors across France and other client countries like Germany and Japan.  In fact, when we were on site, the spent fuel assembly you see here had just arrived from Italy.

[REMI COULON, STRATEGY AND INTERNATIONAL PROJECTS, AREVA]  There is a market of about 6,000 to 7,000 tons of used fuel being discharged annually.  One-third of this is already recycled or destined to be recycled.  So that's a market for which we capture a large share, of course, with utilities such as EDF, but other foreign customers, and we also, of course, have some interest in other new prospects.

[SUITERS]  As for the prospects of a U.S. reprocessing system, there's the barrier of existing infrastructure, or more accurately, our lack of that domestic infrastructure.

[KILLAR]  We've had reprocessing plants operating in this country previously.  We just haven't run them since the 1970s, so we'd have to build new facilities.  Certainly the regulations and the infrastructure needed has basically gone away from that time period, so we have to go through and build up the infrastructure in order to build those facilities.  So we're not talking about doing this next week, next month.  We're talking 2020, 2025, maybe, at the earliest.

[SUITERS]  Back at La Hague, the usable fuel from the assemblies gets separated out for conversion.  The bad stuff is removed and vitrified, irrevocably combined with and protected by glass for permanent storage.  And that brings up the U.S. issue of Yucca Mountain, the political football in Nevada.  U.S. ratepayers and taxpayers funded this multibillion-dollar nuclear repository, which does not and may not ever house any nuclear waste.

When you consider the size and scale of the repository at Yucca Mountain, realize that this room at the La Hague facility in Normandy, France, is one of three containing all of the nuclear waste ever produced by the country of France.  That is through 40 years of nuclear generation.  Right now I'm actually standing on a canister containing the vitrified waste, one of many in this room, as well as the other two.  And the French nuclear industry says that through the recycling process, this volume is just 1/5 of what it would have been before recycling and its toxicity is 1/10 of what it was before this process began.

What is not stored there then comes here, the Melox facility in the French Provence region.  In short, this is where the used fuel becomes usable again.  Overall, as one French nuclear insider told me, the nuclear reprocessing system is something akin to airplane technology.  There are incremental improvements but not necessarily any major leaps forward.  Still, progress is being made, with or without the U.S. onboard.

[DAN HARPER, AREVA LA HAGUE PLANT]  We're in constant improvement here in France, and I believe that we can capitalize on that constant improvement, this experience with the process for the last 20 years.  We can capitalize on that when we go to design a facility like La Hague in the United States.  And you can't tell me that it's impossible.  I mean, the French are doing it right here.

[COULON]  The one challenge for us, actually, is to bring the facts to this process.  We're not here to do policymaking in the U.S., of course, just bringing the facts on the environmental impacts, the safety, the economic aspect of recycling and the benefits, and let policymakers make their own decisions, so hopefully we can move away from this very often politicized process as we've described it to a more fact-based approach.

[SUITERS]  And it seems the U.S. can improve upon one aspect almost immediately, combining the operations of Melox and La Hague at a single site.  In what Coulon says was a nod to job protectionism, those two French facilities were built about 500 miles apart, and those are 500 miles that the French have to transport these nuclear materials.  Tyler Suiters, Clean Skies News.

[McGINNIS]  Well, your car may be greener than you think.  Still to come on "Clean Skies Sunday," recycling those old clunkers.  We'll show you one program that's found a way to fight carbon using your old vehicle.

[EVAN WOLF, GULF COAST CLEAN UP, LOUISIANA NATIONAL GUARD]  When I signed on with the National Guard, I did it to help protect America from our enemies, like in the Persian Gulf -- not to clean up an oil company's mess here in the Gulf of Mexico.

We'll do whatever mission we're given, and do it well, but America needs a new mission, because whether it's deep-drilling oil out here or spending a billion dollars a day on oil from our enemies overseas, our dependence on oil is threatening our national security.

The thing is, a clean American energy plan would cut our dependence on oil in half.  It's more power for America, made here in America, putting our people to work using all the resources we have.

Some folks in Washington say now's not the time for clean American power.  I got to ask, if not now...  when?

[McGINNIS]  The auto industry is often criticized for being a major contributor to greenhouse gases, but now a partnership with Argonne National Labs outside Chicago finds that recycling old automobiles could significantly cut CO2 emissions, making the family car one of the greenest recycled manufacturing processes.  Lee Patrick Sullivan reports.

[SULLIVAN]  It's called a junkyard, but the material here is not junk.  Three-quarters of a trashed car or truck is stripped of its metal.  The rest is what's called "shredder residue."

[BASSAM JODY, PROJECT MANAGER, ARGONNE NATIONAL LAB]  The non-metals is the shredder residue which ends up now in landfills.

[SULLIVAN]  With more than 12 million vehicles recycled each year in the U.S. alone, that makes for more than 5 million tons of that shredder residue ending up in landfills.  Here's a Reader's Digest version of how a car is recycled.  After all the usable parts are taken off and fluids drained, the car hulk is sent to a crusher and then put through a shredder.  Then powerful magnets separate the metals from the rest of the shredded hulk.  Other, non-magnetic metals, like copper and aluminum, are then separated by weight.  That takes care of about 75% of the residue.  What to do with the remaining 25% has had auto recyclers stumped, and it's what the researchers at Argonne National Lab outside Chicago have been working on for the past five years.

[JODY]  This material is very rich in polymers, like plastics, and elastomers, different rubber species.  So our objective is to try to recover materials from shredder residue, including the polymers, for recycling, so that they could be reused instead of going to a landfill.

[SULLIVAN]  Sounds simple, but here's the catch.  There are several different kinds of polymers and elastomers that make up the various parts of a car, and most of them don't like each other and won't bond into a strong enough plastic.  That's where Argonne stepped in.

[JODY]  So our second objective was to separate the polymer mixture into individual plastics or groups of compatible materials so that it could be used for making car parts or other parts for other industries.

[SULLIVAN]  The folks at Argonne developed a way to separate the different polymers by using a special fluid.  Now, those plastics go into a process that takes several steps till they're eventually broken down into pellet size, like this right here.  Now, these pellets are then turned into more car parts, like this air-conditioning vent, for example.  Being able to totally recycle nearly 90% of an automobile promises to be another revenue stream for the industry.

[MICHAEL WILSON, VICE PRESIDENT, AUTOMOTIVE RECYCLERS ASSOCIATION]  As far as our industry, anything that helps out the environment is definitely something that is a positive effect for the recycling community.  A lot of things that happen regulatorily will be passed up to us as far as addressing environmental concerns, and so this is going to have a positive effect on our industry.

[SULLIVAN]  And good news for consumers -- the recycled plastic is stronger and cheaper than virgin plastic, lowering the cost of making a vehicle while upping its strength.  Also, if recycled plastics are used in the auto industry, it would save more than 24 million barrels of oil a year in the U.S. alone.

[JODY]  So it's good from an energy point of view, it's good for the environment.  Plus, it makes these products more sustainable, because we cannot just keep throwing things away in landfills and losing their energy value for too long.  Sustainability is an important factor these days. 

[SULLIVAN]  Lee Patrick Sullivan, Clean Skies News.

[McGINNIS]  Argonne's working with an auto recycler in Missouri.  They hope to have their process up and running at commercial scale by the end of next year. 

And this strange-looking aircraft may one day be able to fly for five years without using a drop of jet fuel.  The Solar Eagle is actually a drone, an unmanned aircraft to be used for spy and communications missions.  Solar panels are on board, attached to wings that span the length of a football field.  Solar power will be stored in fuel cells for use at night for power.  Boeing won an $89 million contract to produce a prototype that can stay in the air for 60 days by 2014. 

Finally, this is the last edition of "Clean Skies Sunday."  Next week, we'll debut a brand-new show at a brand-new time.  "energy NOW!" will premiere on October 3rd at 11 a.m., right here on ABC 7.  Something really different and something we're pretty excited about.  A compelling, engaging, in-depth look at the critical issues and choices we face about our energy future and the environment.  We'll help put it all into perspective for you.  That's "energy NOW!" premiering October 3rd at 11 a.m.  We'll see you then.  I'm Susan McGinnis.  Enjoy the rest of your weekend.  We'll see you next Sunday morning at 11:00 right here on ABC 7.  You can also follow us on Facebook and Twitter.  Have a great day.