Smog, race and political correctness

The following article is excerpted and adapted from the cover story
of the June issue of DISPATCHES, the new monthly news journal of the
Western Journalism Center, the parent company of WorldNetDaily.com. To
get the first issue of this muckraking new magazine, send $3 to: Western
Journalism Center, P.O. Box 2450, Fair Oaks, CA 95628. To order an
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SACRAMENTO — In Northern California there is a cherished, old,
family stationwagon that failed a required bi-annual smog test. J.W. had
planned to give the car to his oldest son who was a former automotive
columnist and author of a popular book dealing with classic cars. The
two had planned to restore the unremarkable, simulated wood-sided car to
its original condition as they made-up for lost time when careers and
family were the priority.

When time came for the vehicle registration renewal, a smog check was
in order. Dutifully the car was connected to the local smog machine and
surprisingly — failed. Because of a bad spark plug wire the smog-check
machine — wired directly to the Department of Motor Vehicles — deemed
the family’s car a “gross polluter.”

In California, this troubling designation flags the state bureaucracy
to directly oversee the results of subsequent repairs and is the final
issuing authority with the thumbs-up or down to operate.

J.W., although retired and living on a fixed income, figured he would
do the right thing and have another cleaner, more “modern” motor
installed thus doing his part to help address the state’s smog problem.
Little did he know that after several thousand dollars in expenses his
30-year-old car — he originally purchased new — would pass the state’s
stringent emissions test with excellent results, but would flunk the
visual examination.

Eight small metal plugs, each about the size of an eraser head,
indicated the car’s engine was not the original and would have to be
retrofitted with all the expensive and complicated tubes, pumps, belts
and hoses that came with that newer-style engine. Frustrated, the
distraught son barked at the technicians standing by, “Then, this isn’t
about clean air is it? It’s all about power, control, and money!”

As time goes on, each state will wrestle with various programs as the
Environmental Protection Agency keeps raising the accepted level of
tailpipe emission standards for the nation. This self-defeating policy
is causing even carmakers to question the motive of the entire program.

How cars are smog-tested is also changing in rapid fashion. The
treadmill or dynamometer system — rapidly implemented across the nation
— has some states utilizing the $60,000 to $80,000 units while
uncovering many flaws, inconsistencies, and actual safety hazards
associated with the program. Cars escaping their shackles — during
high-speed driving simulations — have shot-off their platforms and
crashed into walls. Autos with weak transmissions and cooling systems
have broken down causing the owners to not only fail the expensive tests
but incur additional repair costs as well. California, now embroiled in
a re-examination of its commitment to the program, has temporarily
suspended the treadmill testing and is using its previous technology.

Calculating all the problems associated with dyno-testing has not
altered the questionable commitment reflected by many state
legislatures. Motorists, automotive repair facilities, smog shops, parts
suppliers — all now question just why such a flawed, expensive and
dangerous program continues to exist.

When asked, few if any knew about the political side of the new smog
checking system, its key players or the web of high-roller insiders
ensnaring the controversy. Looking closer, the head of this technology
is a political heavyweight and savvy entrepreneur. Envirotest Chairman,
Chester Davenport has significant credentials and a record of political
clout measuring well into every corner of influence. As former assistant
secretary for policy and international affairs under President Carter,
Davenport was the first black to attend the University of Georgia Law
School.

Just how has Chester Davenport amassed such high-powered support for
his company? Envirotest, needing the services of a Washington, D.C., law
firm, signed-up Vernon Jordan’s. The West Coast’s efforts retained
former Gov. George Deukmejian. In Connecticut, then-governor Lowell
Weicker stepped-in to bury government bureaucrats. Bowing to powerful
lobbyists — and a minority boost from a Jesse Jackson phone call —
Envirotest was then anchored as a minority-owned, industry leader.

Before the ink had dried, the state’s attorney general disclosed the
massive lobbying “presented the appearance of partiality and unfairness
to the public.”

Does the race card and political correctness enter the improbable mix
of money, monoxide and monopoly? Evidently as Davenport was developing
momentum, a notable black magazine bragged the NAACP got minority
preference for building smog centers and achieving a high rate of worker
overtime. Talk of race “wars” fouled the air as some key states, such as
Connecticut, Pennsylvania, New Jersey and Maine, considered whether a
monopoly by black and minority contractors was acceptable.

And, while Chester Davenport weathers California’s indecisiveness
regarding his treadmill technology, he stands poised with a back-up
program to implement his remote sensing technology called RST. These
roadside devices — using infrared light and ultraviolet rays — will
catch polluters as they drive by. Is RST accurate? Reports by
independent lab, Sierra Research, state there is a 57 percent fault rate
with the system that either falsely passes or fails cars with high
regularity. Nonetheless, one of the two systems, or in combination, will
be implemented unless a major rethinking proves the programs unworkable.

All the while, where is the competition for this vast opportunity to
accurately — without bias or flawed science — help test America’s
cars?