In his first term, he struck a deal with automakers to double fuel economy standards.
However, it doesn't address fuel economy standards or include a mandate for ethanol production.
More likely, it will be a bill to raise fuel economy standards and biofuel production.
Mr. SHOSTECK: The federal government has sole authority to set national fuel economy standards.
Why not simply make those fuel economy standards voluntary, and let free market principles work?
Indeed, more carmakers seem to regard diesel-powered vehicles as a viable solution to higher fuel economy standards.
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Today, the Bush administration proposed raising the minimum fuel economy standards for sport utility vehicles and light trucks.
Lawmakers in Washington want to solve America's pollution and energy problems by imposing higher fuel economy standards on automobiles.
On Wednesday, President Bush signed an energy bill that raises vehicle fuel economy standards by 40% and boosts biofuel production.
It includes the first increase in vehicle fuel economy standards in decades, which Detroit finally succumbed to earlier this month.
To repeat, McCarthy in testimony (along with two other administration witnesses) asserted GHG standards and fuel economy standards are not related.
Importantly, the Senate legislation did not include an annual 4% increase on fuel economy standards from 2021-2030 that was originally proposed.
You know, Madeleine, some car manufacturers say fuel economy standards aren't even necessary because they'll always be trumped by the marketplace.
In August, the Obama administration completed rules setting national fuel economy standards at 54.5 mpg for cars and light-duty trucks by 2025.
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Ford Motor, General Motors and other members of the Alliance of Automobile manufacturers have conceded that they'll have to increase fuel economy standards.
He proposed increasing fuel economy standards and requiring that 10 percent of electricity in the United States comes from renewable sources by 2012.
Thanks to new fuel economy standards, by the middle of the next decade, cars will go twice as far on a gallon of gas.
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The United States is headed down a similar path, with stricter Corporate Average Fuel Economy standards going into effect over the next several years.
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The auto industry has fought hard to curb an increase in fuel economy standards, and the Senate bill is considered a blow to automakers.
On the list: an ambitious plan to increase ethanol and biofuel production, and a distinction between fuel economy standards for cars and light trucks.
The Obama Administration's new fuel economy standards, developed in partnership with stakeholders, will encourage even more innovation, and save consumers trillions of dollars at the pump.
Late Thursday night, the Senate voted 65-27 in favor of legislation to overhaul of the nation's fuel economy standards for autos and dramatically boost ethanol production.
Key parts of the bill include new fuel economy standards for cars and light trucks, and new requirements to increase the use of ethanol and other biofuels.
After weeks of intense deal-making, the House of Representatives on Thursday approved a landmark energy bill boosting subsidized biofuel production and raising vehicle fuel economy standards by 40%.
And after three decades of inaction, we raised fuel economy standards so that by the middle of the next decade, our cars will average nearly 55 miles per gallon.
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In 2011, when the Obama Administration sought to raise average fuel economy standards for cars and trucks to 54.5 miles per gallon by 2025, it found unlikely allies in Detroit.
The reason automakers are going to great lengths to make lighter vehicles Jaguar even reduced the number of rivets it uses on cars is to comply with stringent new Corporate Average Fuel Economy Standards.
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But even more important, Hyundai thinks it can gain a strategic advantage by using its own metallurgists to develop exclusive lightweight, high-strength steel alloys it needs to satisfy higher fuel economy standards.
In addition, the new timeline for fuel economy standards is more aggressive than the one required under a 2007 energy law, which mandated a 40% increase in average vehicle fuel economy by 2020.
That could change, however, with a new push by U.S. and Japanese carmakers to sell diesel passenger cars in the United States as they scramble to meet strict new fuel economy standards.
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